Bik50189 '-66 OCC -6- 85-043 EDRS PRICE AF-60:36 HC -:9.40 235P

R842 -09 ERIC REPORT RESUME

ED AO 279 214.-67 08 A NATIONAL STUDY OF THE AVIATIONMECHANICS OCCUPATION. ALLEN, DAVID * AND OTHERS BVE08490-UNIVERSITY OF CALIFORNIA,LOS ANGELES CAMPUS ERD.i..393 BVE08291 CALIFORNIA STATE DEPT.OF EDUCATION, SACRAMENTO Bik50189 '-66 OCC -6- 85-043 EDRS PRICE AF-60:36 HC -:9.40 235P.

*VOCATIONAL EDUCATION, INDUSTRIALEDUCATION, JOB TRAINING, VOCATIONAL SCHOOLS, *SURVEYS,NATIONAL SURVEYS, QUESTIONNAIRES, *CURRICULWDEVELOPMENT, *AVIATIONMECHANICS, *ADVISORY COMMITTEES, LOS ANGELES, CALIFORNIA*SACRAMENTO

A NATIONAL'SURVEY WAS UNDERTAKENTO PROVIDE DATA. FOR THE ACCOIPLISHMENT OF THREE OBJECTIVES(1)TO INVESTIGATE THE TECHNICAL KNOWLEDGE AND MANIPULATIVESKILLS OF AVIATION MECHANICSAS REQUIRED BY THE AVIATION INDUSTRY,-(2):TOIDENTIFY A CORE CURRICULUM FORTHE TRAINING OF AVIATION MECHANICS,AND 0) TO IDENTIFY THE SCOPEOF TRAINING OFFERED BY INDUSTRY..THE SURVEY WAS DESIGNED TOPROVIDE ANSWERS TOFIVE SPECIFIC QUSTIONS".(1)NUMBER OF MEN PERFORMING EACH TASK SPECIFIED, (2) .FREQUENCY.OF PERFORMANCE, 0/ LEVEL OF JECHNICALANOWLEDGE REQUIRED TOPERFORM EACH TASK, (4) CONDITION UNDER WHICH EACH TASK -IS PERFORMED,AND (5I _DEPTH OF TRAINING CONDUCTED BY INDUSTRY. ADJACENTTO EACH OF 52 TABLES WHICHPRESENT THE SURVEY FINDINGS BY.SPECIFIED TASKS IS (1) 'ANOVERVIEW OF -WORK..TASK 'PfRFORMEDip-I2) :THEPRINCIPAL FINDINGS, AND (3) THE RECOMMENDAtIONS OFTHE NATIONAL ADVISORY COMMITTEE.REDIRECTION, APPLICATION, -AND ARE PRESENTEDAWTHE REPORT.CiCI A National Study of the

1VIATIO ECU ICS OCCUPATION

1966 DEPARTMENT OF HEALTH, EDUtATION AND WELFAME. Offic.o of Education fhb dOCUMent has been rcproluced exactly as rehied tromps OVIOO or organ24ion originating it. Points of view or opinions della do net necessarily represent official Office of Educe's.; masaer Epoia6277

David Allen Supervisor Trade & Technical Teacher Education. Principal Investigator John M. Meyer Deputy Principal Investigator Alvin Gorenbein Senior Subject Area Supervisor Powerplants William K. Bowers Subject Area SupervisorAirframes

VOCATIONAL AND TECHNICAL' EDUCATION CONTRACT 0E485-043 VOCATIONAL EDUCATION ACT OF 1988, SECTION 4 (C) THE PROJECT REPORTED HEREIN WAS SUPPORTED BY A GRANT FROM THE DEPARTMENT' OF HEALTH, EDUCATION, AND WOLPARg_ NOT FILMED PRECEDINGPAGE BLANK-

Pre Face

The project concerning the aviation mechanics occupationwas conducted by the Division of Vocational Education as a part of the work of

its Center for Research and Service.

The curriculum innovations anc' data presented in this study offer

important contributions to assist vocational educators in the field of aviation mechanics training. The ability to provide the aviation technical schools, on a national level, with current data from all regions and segments of the industry is of immediate and continuing importance.

The techniques employed in this study to develop the aviation mechanics core curriculum can be applied.in other occupational areas. The industry, the school, the teacher, and the student can in concert advance their educational objectives and needs through research of this type.

Funds to support the research were provided by the United States

Office of Education under the provisions of Section 4(c) of the Voca- tional Education Act of 1963, and by the California State Department of

Education, Bureau of Industrial Education. The staffs of the Division of Vocational Education, University of California, Los Angeles, and the

Bureau of Industrial Education, California State Department of Education, planned, conducted, and coordinated the study.

Melvin L. Barlow, Director Division of Vocational Education University of California

iii PRECEDING PAGE BLANK-NMELLMED

Contents

Preface iii

Introduction 1.

NEEDS, REVIEW, AND PLANS

Needs . 5 Review OOOOO. 10

Plans 3, OOOOOOOOO . 12

IMPLEMENTATION, ACTION, AND RESULTS

Implementation. ,, OOOOOOO 21

Action. . 26 Results . OO 37

REDIRECTION, APPLICATION, AND PROJECTIONS:

Redirection OOOOOOOOOO 163

Application OOO OOO 168 Projections 198

APPENDICES

Appendix As National Advisory Committee, 203 Appendix B: Research Survey Analysts 207 Appendix C: Responding Companies,. 209 Introdudion

A universal concern for the safety of aircraft passengers and flight crews has long been an integral element of the aviation industry.

This concern has been revealed in the efforts made by the men and women

'employed in the industry to uphold and achieve the highest standards of craftsmanship. The creation of state and federal agencies to adminis- ter safety regulations has been a further exemplification of a sustained interest in maintaining safety of flight.

Foremost among those who form the work force of the aviation industry are the aviation mechanics, who are characterized by their dedication to air safety and pride of.workmanship.Involvement in safety of flight is a part of the working life of each mechanic throughout his employment in aviation. This theme is stated repeatedly in the instruction he receives. Pride of workmanship is a characteristic that develops in the student mechanic from the time he first enters aviation mechanics school. As his skill and knowledge increase, confidence in his ability to perform well also increases, leading to a feeling of pride in his accomplishments and causing him to seek further improve- ment of his skill and knowledge.

There is in fact no point in his career at which an aviation mechanic can rest in the knowledge that he is fully prepared for the remaining years he may work in aviation. The changing technology of aviation is reflected by new equipment, new aircraft, and constantly recurring changes in aviation engineering.Each change demands that

r 44", cr." I

. A . the mechanic have immediate command of the skilland knowledge needed

to perform the necessary tasks.

Thus there is need not only for thorough,up-to-date initial

training but for continuing in-servicetraining. This study provides

a platform from which a system to provide such trainingcan be

established. The system includesa means of maintaining curriculum

currency in the aviation mechamiCs schools in accordance withthe

technological requirements of theaviation industry. It also estab-

lishes a method thatcan guarantee maintenance of the emphasis of

instruction at predetermined levels.

The research team greatly appreciatesthe assistance it received

from the many participants in theaviation industry without whose

help the survey questionnaire couldnot have been completed. The

advice and guidance from the NationalAdvisory Committee has also

been singularly valuable to this researcheffort. The field analysts

who collected the dataare to be commended for their diligent efforts

toward the successful completion oftheir work.

Our personal appreciation is hereby extendedto Mrs. Travis Latham,

editor, and our research support staff,Mrs. Dorothy Bossarte,

Mrs. Elinor Shenkin, and Mrs. Karen Kent.

June, 1966 D.A.

U. . . a oy

Needs, Review, and Plans BLANK-NOT FILMED PRECEDINGPAGE

Needs

A projection of.the occupation of the aviation mechanicis a matter of concern to the aviation industry and the aviationmechanic

schools. The growth of the industry is greatly dependentupon the

skills and knowledge that the mechanicmust acquire to meet the demands of an ever-evolving technology. Changes are occurring thatare in- crAising the intricacy and complexity of aircraftrepair, thereby directly affecting the training requirementsfor the mechanic. The necessity for updating the mechanic's trainingcurriculum and maintaining his technical currency becomes increasinglyevident.

THE MECHANIC

The aviation mechanics occupation requires skills andknowledge. comparable with those of other highly skilledoccupations.Many of the aircraft the mechanic encounters have themost sophisticated operating systems that have yet been developed, and the mechanicmust remain current with the "state of the art." To service and repair aircraft, he uses precision'tOols and instruments in his daily work. Frequently working under time limitations, the mechanicmust produce workmanship of the highest quality. The Mechanic'sCreed.states:1

"Upon my honor I swear that I shall hold in sacred trust therights and privileges conferredupon me as 'a certified'Ilichanic. Knowing full well that the safety and lives of others are dependentupon my skill and Indgment; I-shill never knoWingly subject others to risks which I would not be willing toassume for myself, or for those dear to me."

Flight Safatyjoundation, Inc., Aviation Mechanics Bulletin (New York: Flight Safety Foundation,Inc., 1953), p. 16.

5 The Aviation Mechanic Occupation

The creed depicts the conscientious observanceof air safety that

is demonstrated by the thousands of aviationmechanics in the nation

today.

William L. Lewis of the Cornell GuggenheimAviation Safety Center

describes the qualities needed of those employedin the aviation indus-

try as imagination, dependability, ingenuity, and...a Miming desire 2 to do the best possible job underany set of circumstances. These words

identify the major characteristics of thepracticing aviation mechanic.

Proud of his capabilities touse tools and his technical ability to ana-

lyze each new task he faces, the aviationmechanic has been the keystone

of air safety.

The expanding role of commercial and generalaviation as accepted,

reliable modes of transportation is indicative ofheightened national in-

terest in aviation. The aviation mechanic is thus becomingmore impor-

tant to a greater number of people.

The rate at which the aviation mechanics occupationis developing

and the lines along which the deve/Opment isoccurring will, to a large

extent, be influenced by the increase in the number of aircraft in 3 service. In the Occupational Outlook Handbook we find that:

The rapid growth anticipated in the amount of general aviation flying will lead to an increase in thenur r of planes. Therefore, an increase is expected in number of mechanics employed in firms providing services and repair stations providing maintenance for the aircraft.

In the postwar, years the airline industry his experienced phenomenal growth. This has been due to many factors, themore important being the

2 Ibid., p. 14

3U.S.Department of Labot, Occtmatiojzd Outlook Handbook, 1966-67 tion (Washington, D. C.: U.S.'Government Printing Office, 1945),p. 634. Needs, Review, and Plans

increased carrying capability ofmodern aircraft coupled withthe de-

pendability of maintenance andoperation of these aircraft. G. E. Keck,

president of United Airlines,writes in the June, 1966,issue of the 4 Main liner magazine:

About seven yearsago the U. S. scheduled air Carriers began introducing jetaircraft...The airlines at that time employedapproximately 160,000...The airlinesnow have 200,000 on their payrolls...Over the next fiveyears airline employment is expectedto increase by 50,000.

The increased aviationactivity in large generalaviation and the airlines is creating a growing demand for Skilled mechanics. The input

of young mechanics is low,however, as has been recentlyreported in the 5 Federal Aviation AgencyStatistical Handbook of Aviation. In 1965 less

than 0.5 percent of thecertificates were held by the 16-to 19-year-old mechanics; 2 percent were held by the 20- to 24-year-old mechanics and

7 percent were held by the25- to 29-year-old mechanics. All aviation

mechanics thatwere 34 years of age oryounger represented only 22 per-

cent of the total number ofcertificated mechanics. Additionally, it

.has been predicted thatthe number of mechanics leavingthe occupation:

annually because ofretirement will increase from about 1,200in 1964 to 6 about 3,300 in 1980 If, as these statisticssuggest, a trend should

develop whereby fewermechanics are being trainedto replace those

leaving the industry,a situation of national concern willexist.

4 6. E. Keck, "Technologyand Employment," Mainliner, Volume10, Number 6 (June, 1966). 5 Federal Aviation Agency, FAAStatistical Handbook of Aviation, (Wash- ington,J1.q.: U.S. Government PrintingOffice, September, 1965),p. 69. 6 Federal Aviation Agency,Report of the Aviation Human Resources Ftudy, Board on Manpower Requirementsof the Civil Aviation Industry,(Washing- ton,' D.C.: 1964), U.S.qovernment Printing Office,p. 11. The Aviation Mechanics Occupation

Aviation mechanic schools have formany years been an integral part

of the nationwide vocational educationprogral. Throughout the United

States these schools have been engaged in training studentsfor employ-

ment as certificated aviation mechanics.

In 1965 there were 69 aviation mechanic training.programs approved

by the Federal Aviation Agency inoperation in' thenation,7 Sixty-six of

these programs are. operated in either theprivate or public schools and,

in addition, two programsare operated in correctional institutions and

a third is specifically concerned with the training ofmissionaries. The

schools are located in five geographic regionsof the nation. Fifteen

are in the eastern region, 12 are in the southern region, 17are in the

central region, 25.are in the western region (ofwhich 17 are in

California), and one is in the Pacific 'region in Honolulu. In contrast,

there are 1,180 certificated pilot flight and ground schoolsin operation

in the UnitedStates.8

There are four distinct types ofprograms in which an individual may enroll and receive his Airframe and/or Powerplant license. These are the high school and adUlt trade prOgrams, the vocational andtechnical programs, the two-year Associate in Arts Degree program, or the four-year

Baccalaureate Degree program. Although the Federal Aviation Agency has provided guidelines for the training of aviation mechanics,there is a

7 Statistics concerned with mechanics schools appearing in. thissection are:taken from=Aviation:Technician Education Council, 1965SuartziFederal Aviation Menu Appioved Mechanic School Programs, (Pittsburgh:ATEC, 1964), pp. 141.

.8Federal.Aviation Agency, 1it of;Certificated:Flight and.GrOund Schools, AdVisory, Circulat, AC No. 140 -2B (Washington,D.C.: U.S. Govern., ment, Printing Office, January 4:1906Y

8 Needs, Review, and Plana

great disparity between the instructionalprograms of the various

schools.Wide differences existamong the school programs in entrance

requirements, length of courses, numbersof hours of instruction,f.41-

ities, etc. The schools have attempted to exceedthe Federal Aviation

Agency requirements and to adjust theirinstructional activitiesin ful-

filling the aviation industry needsin their local communities. Repre-

sentatives of the aviation'industry haveat times contended that

distinct courses for trainingan airline mechanic and a general avia-

tion mechanic should be offeredin the schools. Despite the differences

that exist in schoolprograms, the schools have in mostcases provided

comprehensive training for theirstudents. However, with the rapid

technical changes,as well as the changes in emphasis of the skills and

knowledge required by aviationmechanics, it is becomingmore apparent

that a core curriculummust be developed that will guarantee depthof

training where needed withoutover-training in areas thatare becoming

obsolete.

The programs within the schoolshave not been static. There has

been a steady increase inenrollment and a definite trend towardin-

creasing the hours ofcourse instruction. There has also beenan

expansion of,new'instructionalspace. During the years 1964-65, 75,000 9 square feet of new instructionalarea became available.

The need for aviation mechanicsindicates ,that aviation mechanic schooli will haveto train a greater number of mechanics.While they are, training these men, the schools will also haveto continually review their programs. These revised programs will haveto be designed with

9 921'cit., Aviation Technician Education Council,1965 filarm, p. 21.

9 TheAv:eitivia Meehan ci Occupation

the full realization, that the aviation mechanic's educationdoes not cease

upon his graduation. The schools will have to conductmany additional

.claSses to assist the mechanic in upgradinghiq skills during his employ-

ment in the aviation industry.

Inmost cases the schools have employed teachers who have hadmany

years of work experience in:the.aviation industry and who have attempted

to. remain current with the ever-changing aviation industry. These in-

ptructors will have to develop better ways of teaching mechanics howto

work within reasonable time limits, and the instruction shouldbe given

without neglecting the learning processes. It is imperative that accept-

able "return to flight" standards of workmanship be developed bythe

students.

The challenge for the training and retraining of aviation mechanics

is placed squarely before the schools and industry. Both have provep that

they can provide the training unique to their objectives. The need now

confronting industry and the schools is for the establishment ofa basic

curriculum that is sufficiently flexible to allowcurrency with the avia-

tion industry and to provide increased teaching effectiveness.

Review

After 1938, when the Civil Aeronautics Actwas passed and the Civil

Aeronautics Administration formed, training guidelines:Were developed by .

the Civil Aeronautics Administrationto identify the tasks an aviation me-

chanic is customarily expected to perform. Included in these guidelines were specified standards of training and, lists of equipment deemed

appropriate' to accomplish the trait:01,ms objectives. Today, as in the past,

10 Needs, Review, and Plans the Federal Aviation Agency, with the cooperation of the aviation industry and the aviation schools, is effecting changes in these guide-

lines, whenever the need to make such changes is properly supported.

However, no coordinated program to develop, disseminate, or imple- ment a basic aviation mechanics curriculum has been initiated to meet the changing demands and needs of the aviation industryon a national scale. There has been in fact' no nationwide investigation.-into themechanic's.training needs, beyond the local interpretation and adaptation of the broad Federal Aviation Agency guidilines.

Few studies of any magnitude have been made of the training for the occupation of the-aviationmechanic. One study that was prepared is the Report of the Aviation itiiman Resources Study Boardon Manpower

Requirements of the Civil Aviation Industry published in 1964 by the 10 Federal Aviation Agency. This study focused particular attention on the manpower and training status of the aviation mechanic.

Aviation mechanics' work opportunities have been overlooked during the- past decade as the aerospace industry and other users of skilled aviation mechanics concentrated on the space drive and drew upon the existing.World War II reserve of trained men. As a result, the attention of many educators and of career counselors was diverted so that the output of men trained in the mechanical arts has steadily declined. Since the airlines and the re- mainder of the civil aviation industry were drawing their high skill and certificated mechanics personnel from the military, trained reservoir, the need for training schools and long-range planning was understandably delayed or ignored.

This report continues:

The mechanic trained personnel released annually from the military services cannot be viewed as a.

10Federal Aviation Agency,Report of the Aviation Human Resources Study Board on Manpower Requirements of the Civil Aviation Industry (Washington, D.C.: U.S. Government Printing Office, 1964), p. 68.

llk 4 ..14-3, %it The Aviation Mechanics Occupation

readymide resource .of aviationmechanics for civil aviation employers. This group has receivedvary- ing degrees' of training ina specialty or semi- skilled category. Substantial retrainingor even total new skill training is requiredbefore they can qualify'for certifiCation by theFederal Aviation Agency.

In 1965, a. comprehensive study ofthe occupation of the aviationme-

chanic in Californiawas published cooperatively by the Bureau of

Industrial Education, CaliforniaState Department of Education and the 11 Division of Vocational Education,University of California, Los Angeles.

The University of California,Los Angeles, researchgroup included

David Allen, Richard Lano, andNorman Witt. From this study, a "common

core curriculum" for the aviation mechanicin California was suggested.

The technical knowledge andmanipulative skill levelswere identified and

from these followed theappropriate teaching levels and methods that

assisted in measuring the degreeof proficiency attained.

The present nationwide studyof the occupation of the aviationme-

chanic, Incorporating thesame data-gathering instrument and thesame de-

sign criteria was developed fromthe California study. The data

gathered in the California studyhave been incorporated in the national

study to provide expandedsurvey coverage.

Plans

By the time the California,portion ofthe Study' of the Aviation

Mechanics Occupation had been concluded,it had become apparent thatex-

pansion of the survey to otherregions of the continental. UnitedStates

11 David Allen, Richard Lano, and NormanWitt, A Stuck of the Aviation Mechanics gssupatiqn (CaliforniaState Department of Education and the UniversitY f 'California, Los Angeles, 1966)., Nook Review, and Man would provide vital additional data to identify the tasks and training needs of the mechanic. A. national study of the occupation therefore would assist in the Identification of core relationships for curriculum development. The study is sodesignedtholt would not restrict the flexibility needed for specialized tasks in local communities. The overall objective of this study is to assist the schools in more nearly satisfying both the training requirements of the Federal Aviation

Agency and the employment needs of the industry.

The national survey was undertaken to provide data for the accom- plishment of three objectives:

1) To investigate the technical knowledge and manipulative

skills of aviation mechanics es required by the aviation

industry.

2) To identify a.core curriculum for the training Of avia-

tionmechanics.

3) To identify the scope of training offered by industry.

STRUCTURE OF THE STUDY

The nationwide research study to explore the occupation of the aviation mechanic was deligned to survey airlines and both- large and small general aviation, companies 'throughout the continental United States.

Small general aviation, for the purposes 'of this study, is defined as companies that employ; five or fewer aviation mechanics. Only aviation companies employing Federal Aviation Agency certificated airframe and/or powerplant mechanics were included in the study. Aviation industrial concentrations are generally situated in large urban areas; however, it was essential to include less popilated areas in the study in The Mager MocimoksOccupstioe

order to obtain data that might beunique to each particularsegment and

locale of the industry. Following an aviation densitystudy of the

United States, 26 states andthe District of Columbiawere selected for

representation in the study.

ASSUMPTIONS FOR THE STUDY

The study is basedon two assumptions: (1) that all manipulative

skills requiresome degree of technical knowledge butnot all technical

knowledge requires manipulativeskill, and (2) that alltraining in

aviation mechanic schools willdevelop the mechanic's manipulativeskills

so that he will be able to performwork of return to flightquality. SURVEY INSTRUMENT

The first questionnairedeveloped for the study inCalifornia was a

complex instrument. The instrumentwas redesigned and validated through 12 a "dry run" in industry for thesurvey in California. This survey in-

strument was reviewed by the NationalAdvisory Committee and without

change was used in the nationalstudy.

The questionnairewas designed so that the collected data couldbe

introduced directly into theaviation mechanics school curriculum. The

subtopics studied, each of whichrepresented a task performed byan

aviation mechanic,were written in behavioral terms.13 Acode system

indicating the aviation mechanic'sactivities, which was used by those

being interviewed,was designed so that varying levels ofeducational

' .attainment required to performthe various tasks could beidentified.

12 Allen Lano, and Witt,A Study, of the Aviation MechanicsOccupation, p. 7. 13 The word "subtopic ",, whichdenotes a behavioral task, isused throughout this reportto refer to any of the 507 subtopicsused in the study.

14 Needs, Review, and Plans

This identification could then be used to develop teaching levels and to test to determine if the teaching level had been attained.

The nationwide survey was designed to provide answers to five spe- 14 cific questions: (1) the number of men performing each task, identified in the questionnaire as "Men"; (2) the frequency at which these men performed the task, identified as "Freq"; (3) the level of technical knowledge required to do each task, identified as "T/K"; (4) the conditions under which thereturn. to flight manipulative skills had to be performed, identified as 1M/S"; and (5) the depth of training conducted by industry, identified as "IND."

The identification of levels of technical knowledge was based on the classification of educational objectives developed by Benjamin S.

Bloom and his colleagues.Five levels of technical knowledge were assigned to fit the aviation mechanics occupation. These levels were:

(1) knowledge (the ability to recall facts and principles, to locate information, and to follow directions); (2) comprehension (the ability to restate knowledge or to interpret information and drawings needed in performing a job); (3) application (the ability to apply principles or transfer learning to new situations); (4) analysis (the ability to re- duce problems, to their parts and detect relationships between these parts, such as breaking down a malfunction into its fundamental parts in order to troubleshoot); and (5) synthesis (the ability to assemble the knowledge of principles and procedures needed to complete repairs and to construct new or substitute parts). Manipulative., skill, which was under the'assumption that-established the level of workmanship, was

14 Allen, Lano, and Witt, 22. cit., pp. 8-10

15 The Aviation Mechanks upation

studded in relation to the conditions under whicha mechanic necessarily

performs his duties, such as working underpressure of timeand planning

his job before performing the job.

FINAL FORM OF QUESTIONNAIRE

A sample of the questionnaire's layout follows.

Woodwork Men Freq T/K M/S IND 111IMI. 1. Building a rib 2. Building a wing section 3. Making a spar splice 4. Other tasks

The answer code system and method of respondingto each item in the

questionnaire can best be explained by the followingsamples concerning

the fueling of a light atreraft.

Column 1 (Men)

The number of men engaged in performinga given task. .Example: If two men in your chargeare responsible for fueling Piper Cubs, you should-enterthe figure "2'! in Column 1as shown. (Leave the remaining four columnspaces blank.)

Men Freq T/K M/S IND

Fuel Piper Cub 2-

Column 2 (Freq)

The frequency of, use as appliedto your specific situation. The code system: I Used annually 2. Used semi-annually 3. Used monthly 4, Used WeeklY. 5. Used daily Exe0124 If the two men in thepreviot!s example fuel Piper Cubs every day, you should enter the figure"5" in Column 2 as shown.

Men Freq T/K M/S IND

Fuel Piper Cub 2 5 Nose, Review, and Plans

Column 3 (T/K)

A description of the kind oftechnical knowledge required of your men to perform a particular task.

The code system:

1. Knowledge ability to locate informationand to follow directions

2. Comprehension ability to interpretinformation and drawings needed in performinga job

Application ability to apply principles andto transfer learning tonew situations

4. Analysis ability to breaka malfunction into its fundamental parts in orderto troubleshoot

5. Synthesis ability to put togetherknowledge of principles and proceduresto complete repairs and to constructnew or substitute parts

Example: If the same twomen mentioned in"the preceding examples must know howto find and follow the directionsfor fueling a Piper Cub, you shouldenter du. figure "1" in Column 3as shown.

Men Freq T/K M/S IND

Fuel Piper Cub 2 5 1

Column 4 (M /S)

The conditions under whichthe manipulative task is per!ormed. The code system:

1.. Not needed 2. Reasonable time limit,no advanced job planning required 3.. Reasonable time limit and requiresadvanced job planning 4. Time ciiticalbut no advanced jobplanning required 5. Time critical and requires advancedjob planning

Examples: If your two men havea reasonable amount of time in which to fuel the Cub andneed not plan the job,you should enter the figure "2 ". in Column 4ad 'shown.

Men Freq T/K M/S IND

Fuel Piper Cub 5 1 2

17 The Aviation Mechanics Occupation

Column 5 (IND)

The degree of training offered inyour industry. The code system:

1. No training offered 2. Familiarization only offered 3. Basic training offered 4. Detailed training offered Example: If your organization offers detailedtraining in the fueling of a Cub, you should enter the figure "4"in Column 5 as shown.

AMM=mmoss .Men Freq T/K M/S IND

1. Fuel Piper Cub 2 5 1 2 4

Each task was rated as in the above example. The interviewee an-

swered those items with which his workexperience directly related.

The research analystwas available to the interviewee for consultation

to help clarify the material ai needed. In addition to completing.the

questionnaire, each interviewee enteredon an information sheet his

name, job title, date of interview, name, address, and type ofcompany

by which he was employed (airline, line;airline, overhaul; large gen-

eral aviation; or small general aviation);number of mechanics that he

supervised directly; type of work he performed, and the numberof years

he had worked as a mechanic Each interviewee completed those portions

of the questionnaire that related directlyto the work he was doing.

Thus, equipped withA questionnaire to obtain answers to the five

key questions: number ofmen performing each task, frequency at which

the task is performed, level of technicalknowledge required, conditions

under which manipulative skill is performed, anddepth of industry

training provided, the research staffwas ready to begin implementing

the survey.

18 Implementation, Action, and Results PRECEDING PAGE13LANK..NOX EILIVLED

implementation

Before the field work of thesurvey could begin, areas to be ant.-

veyed had to be selected. Aviation directories and aviation publications

from governmental andcommercial sources were searched forthe locations

of aviation companies thatperformed airframe, powerplant, propeller,

radio, instrument, and accessorywork. The information gained fromthese

sources was supplemented by various FederalAviation Agency district

offices throughout thecountry, which assisted by providing thenames of

additional companies thatemployed certificated mechanics. Certain

regibus of the United Stateswere identified as those in which occurred

the heaviest concentrationsof airline and general aviationactivity.

An industry density patternwas then plotted for the entire country and

from this six largegeographic areas evolved. The states and thesurvey

areas they formed are listed below.

Area 1* - Idaho,. Oregon, Utah,Washington

Area 2- Colorado, Kansas, Oklahoma, Texas, western Missouri

Area .3 - Illinois, /ova, Minnesota, eastern Missouri

Area 4 - Florida, Georgia, North Carolina, South Carolina

Area 5- Maryland, Ohio, Pennsylvania, Washington,D. C. Area 6- Connecticut, Massachusetts, New Jersey, New York ,= 'Fig 1.- Research Areas

*California was excluded becauseit was previously surveyed, and the California data is includedin the national Survey.

21 The Aviation Mechanics Occupation

The names of'285 airlines and general aviation companies appeared in the first compilation. An additional 162 companies were added in accordance with information from the Federal Aviation Agency district offices and flight standards branch offices in eachsurvey area. Upon a closer examination, 61' of the 285 companies first compiled were'found unsuited to the purposes of the study. These were removed from the list because they either (1) employedno airframe and powerplant. mechanics, (2) had discontinued aviation repair operations, (3)had merged or undergone other business reorganization,or (4) were no longer in business. 'A total of 386 companies comprised the final list.

SURVEY ANALYSTS

Six survey analysts were employed to conduct thesurvey. These analysts were professionalmen, oriented in technical or mechanical areas, selected by the administrators of the research staffon the basis of such factors as maturity and ability to meet people easily. Another essential characteristic of those chosen wasan overriding interest in achieving the objectives of the survey. The men who were employed resided inor close to the areas to which theywere assigned. A list of the analysts and their regional assignments is contained in Appendix B.

The analysts were instructed in the objectives.of the study, the use of the questionnaire, the techniques to be used during the interviews, and the general procedures to use in carrying out thesurvey.

Training sessions were held with each of the analysts at his home city, and these were followed up during the early phases of thesurvey through frequent contacts to make certain each analyst continued to showa thorough; understanding of thesurvey methodology. Implementation, Action, endResults

SURVEY ADMINISTRATION

The survey was administered by the Universityof California, Los Angeles, research staff concurrently in allsix areas, and thesurvey activities of each analyst were supervised by moans of twodevices: an instruction manual containing administrative guidelines anda supply of interview record forms for use in keeping a log of the analyst'svisits to the companies.

The manual contained,certain general information,such as instruc-

tion for correct completionof the questionnaire,methods to use in

preparing for and conductingthe interviews, instructionsfor completing

the interview forms, anda list of coding designations for Federal

Aviation Agency certificatedrepair stations. Each manual alsocon-

tained the following informationapplicable only to thearea it gov-

erned: copies of letters of introductionto the companies to be

contacted, copies of lettersto various Federal AviationAgency flight

standards branch chiefs andmaintenance inspectors to introducethe sur-

vey and the analyst, a directory ofFederal Aviation Agencyoffices and

personnel, a list of companiesand personnel tocontact, an area route and mileage map, and a full set of interview recordforms in duplicate.

The analysts were-instructedto use these interview recordforms to

log the dates ofcontact, persons contacted, numberof airframe and powerplant mechanics employedby the companies, running totalof mileage, and general comments. As each form was completed, theanalyst was to air mail a duplicate to theUniversity of California, Los Angeles,research office. In addition, correspondence concerningthe study received at the research office and consideredpertinent to the field was forwardedto the analysts.

23 The Aviation Mechanics Occupation

Overall supervision of thesurvey was maintained successfully not

only as the interview formswere received from the analyst but alsoas

the analysts maintained telephonecontact with the research headquarters

at specified points along theroute. The need for long distance tele7

phone communicationwas in reality minimized by use of the interviewforms.

NATIONAL ADVISORY COMMITTEE

One of the most important phases of thenational study was the for-

mation of the National AdvisoryCommittee. The committee consisted of

individuals representing private andpublic aviation mechanic training

schools, small and large generalaviation companies, airlines, the United

States Department of Labor, and the FederalAviation Agency. This dis-

tribution of backgroundwas selected to provide a broad spectrum of know-

ledge that would assist the researchteam in achieving the objectives of

the study. A list of National AdvisoryCommittee members is included in

Appendix A.

The first meeting of the NationalAdvisory Committee took place at

the Federal Aviation Agency Aeronauticaland Space Center, Will Rogers

Field, Oklahoma City, Oklahoma,on November 17, 1965, and was attended by

the research staff and all membersof the committee. During this meeting

the committee was briefedon the goals of the study and of thesurvey

completed in California. The committee was asked to reviewthe survey

instrument and the analyst's manual. It was at this meeting that the

survey instrument was approved.

The committee recommended thata substantiating cross-check be made.

of all aviation companiesidentified within the establishedsix areas.

It was also recommended that theresearch survey analysts contact local

24 Implosonistion, Action, and Results

Federal Aviation Agency personnelin order to identify additionalavia-

tion companies that employairframe and powerplant mechanics.

The committee establishedtwo parameters for the display of data

for the national study. These were:

1) The frequency with whichmechanics performed each taskshould be considered as "high" or "low." Tasks performed less frequentlythan

monthly should be consideredas "low," to be shown by the letter "L ";

those performed monthlyor more frequently should be consideredas

"high," shown by the letter"H."

2) Survey statistics relatingto the number of mechanics perform-

ing each task should be groupedand displayed in descendingorder. The

subtopics should be arrangedunder each topic in the orderof percent

of men performing the task. Thus, those tasks performed by 10percent

or more of the men in all four categorieswere listed first and the re-

mainder arranged as "5 to 10percent," "2 to 5 percent," and"Less than

2 percent," correspondingto the number of men performing the taskin

each of the four categories.

Ways of disseminating informationon the survey were explored. All

committee members agreed topresent information about thesurvey and the

study at conventions they wouldattend, as well as throughcorrespondence

and local press releases. (Committee members representing theairlines

later contacted the AirTransport Association and through thatorgani-

zation informed airline companies ofthe survey.) A press release de- Ott scribing the national studywas prepared by the research office and

released through the university publicrelations office for national

distribution. The Aviation Mechanics Occupation

The committee agreed upon a request submitted by Howard Rosen,

United States Department of Labor, fora subsample study to be made to

obtain information on how recently the mechanics had received in-service

training in current industry practices. .The subsamplewas to have a dis-

tribution of approximately 500 questionnaires. This subsample study is

discussed in detail under "Industry Efforts" in the "Redirection"

section of this report.

Action

DATA COLLECTION

The field survey of the six areas of the United States beganon

December 1, 1965, and was completed during the first week of March, 1966.

At each of the 386 companies contacted, qualified personnel reviewed the

survey instrument and received instruction from the analyst for its com-

pletion. Wherever it was possible, the analyst mailed the completed

questionnaire to the research' office immediately followingthe conclusion

of the interview. In other cases when the questionnaire was not completed

during the interview, and the analyst was satisfied that theperson or

persons answering the questionnaire understood it sufficiently to work

without further direction, he left it at the company for completion. The

person interviewed agreed to return the completed survey material by mail

to the research office.

Participants were very cooperative and expressed considerable inter-

est in the purposes of the survey. Approximately 55 percent of the in-

struments were returned within a few days of an interview. To ensure

return of the reels/fling questionnaires by the earliest possible date,a 189 Companies

129 Companies

62 Stations

21 Stations

Airlines, Airlines, Large General Small General Line Overhaul Aviation Aviation

Fig. Distribution, of. 401 companies and stations .responding to the survey. 11,428 Mechanics

3,830 Mechanics 2,463 Mechanics 359 Mechanics

-Airlines, Airlines, Large General. Small General -Line Overhaul Aviation Aviation

Fig. 3. Distribution of '18,080 certifiCated airframe and/or powerplant mechanics included in' each 'industrial category reported.

28 Implementation, Action, and Rem&

vigorous follow-up program was pursued. First, a letter of reminder was

sent from the research staff directly to the individuals within each

company responsible for the return of the questionnaire. Then, whenever

scheduling permitted and visits were deemedappropriate, the analysts

revisited the companies toencourage their response. Finally, a tele-

phone call was made to the responsiblecompany personnel,by either the

research staff or by the analyst in thearea to advise them that the

questionnaire must be received at the research office by March20, 1966,

if it was to be prepared for computer tabulationon March 29 as sched-

uled. As a result of these procedures, 25 percentmore companies

responded with completed questionnaires.

The national response in numbers of companies and stations ispre-

sented in Fig. 2, whiCh includes the companies thatresponded in the

California survey. A total of 485 companies were contacted in both surveys and 401 of these companies responded, representingan 82 percent response.A list of all responding companies is shown in Appendix C.

As the questionnaites were received, the research staff reviewed each completed instruient for possible evidence of. misunderstandingor misinterpretation of instructions. If some doubt existed in regard to any item, the individual who completed thequestionnaire was contacted by tele0hOne'or revisited by the analyit and theitem in question was clarified. Problems of this nature were found to have occurred in relatively few cases.

40questionnaire wes.thWassignedA code number that identified the industrial category,,, to which it belonged andthe geographic area from which it originated. The data colleCted was separated into four

29 The Aviation MechanicsOccupation

major industrial categories: airline line stations,airline overhaul stations, large general aviation companies, andsmall generalaviation companies.

Data collected for eachof the subtopicswere key punched on IBM cards. By means of computer programming, theinformation was storedon tape and then processed through an IBM 7094computer. The finalprogram consisted ofa computer program developed by Edwin W. Banhagelof Hughes 15 Aircraft Company. The resultantinformation was printedout for all four categories, which were arrangedand programmedso that the final computer print-out produced the datashown in Tables 1through 52 of this report.

CURRICULUM DEVELOPMENTPARAMETERS

The tabulated data shown in thisreport were presented inthe same format to theNational Advisory Committee at their secondmeeting, which was held at Purdue University in April, 1966. At this meeting, themem- bers set the parameters that providedcriteria for establishinga core *curriculum. These parameters were used to identify thesubtopics to be included in the core curriculum, and to establishthe teaching levelto which each subtopicshould be taught.

The firstparameter identifying the subtopicsthat should be included in the curriculum was based on the percent ofmechanics performing tasks in the aviation industry. From this parameter alltasks performed bymore than 2 percent of the mechanics in at leastthree of

15 The research staff gratefully acknowledgesthe services performed by Mr. Banhageland the fine cooperation received fromHughes Aircraft Company. A detailed description of the programcan be found in Allen, Lano, and Witt,22. cit., pp. 159-64.

30 Implementation, Action, and Results

the industrial categorieswere to be included in the core curriculum.

With this reference point,the committee reviewed allthe subtopics.

Those that failed to meetthis standardwere recommended for deletion

from thecore curriculum;those that did meet this standardwere rec-

ommendedfor inclusion inthe core curriculum.

The second parameterestablished a guideline for determiningthe

depth of the training byteaching levels in relationto the consensus

level of technical knowledge. Figure 4 illustrates the stepstaken to

establish a consensus number forthe frequency of distributionof

technical knowledge for eachsubtopic.

CONSENSUS NUMBER (determined by Advisory Committee)

RESULTANT NUMBERS (determined by computer tabulation) 3332 SURVEY RESPONSES NNNN (obtained from the industry)

LS INDUSTRIAL CATEGORIES Fig. 4

Beginning at the base of the diagram, theletters A, 0, L, and S identify the industrial categories--airlineline stations, airline overhaul stations, large general aviationcompanies, and small general aviation companies--that respondedto the survey. The letter N in eachsquare of the next row represents theraw data gained from the surveyresponses.

The numbers 1 3, 3, and 2in the third row represent the resultant frequency distribution numbersfor the industrial categoriesas

31 The Aviation Mechanics Occupation

totalled and printed out by the computer. The single number 3 at the

top of the diagram represents the consensus number designated by the

advisory committee, based on their evaluation of the frequency numbers.

The three basic criteria used-by the committee to derive theconsensus

number for this and other frequency number combinations is explained in

the following paragraphs.

To*1C

AO L S

Subtopic 1 2 3 3 3

Subtopic 2 3 3 3 4

Subtopic 3 4 4 3 3

Fig. 5. Parameter: frequency of technical knowledge

.Figure 5 is a display of typical distributions of these numbers for

each subtopic that may have occurred in the industrial categoriesas ac-

cumulated by the computer tabulation ofraw survey data. For example,

Subtopic 1, Fig. 5, shows a combination of "2333." This combination

might have occurred as "3233," "3323," or "3332."The order in which

these numbers were distributed was unimportant inasmuchas the consensus

number resulting from any of these, combinations would be thesame.

In the first criterion, a combination of four numbers formed by

three similar numbers and one lower number, as in thecase of Subtopic 1, - - was considered equal to the three higher numbers. The number "2333" was

thus considered to have the value of "3333."This combination was eval-

uated as a single number representing the-level of technical knowledge

32 Implementation, Action, and Results

for this subtopic. The numerical value of "3333" then became "3,"which

is the consensus number equivalent to the application levelin technical

knowledge.

In the second criterion, a combination of four numbers formed by

three similar numbers and one higher number,as in the case of Subtopic

2, was considered equal to the three lower numbers. The number "3334"

was thus considered to have the value of "3333," witha consensus number

of "3."The one higher number appearing in this combinationwas con-

sidered to indicate the feasibility of providingextension training at

the fourth technical knowledge level, where geographiclocation or in-

dustrial needs warrant.

In the third criterion, the median numberwas considered when mixed combinations of numbers occurred. A numerical distribution whose average value was 3.50 or less was considered a "3333," or "3," anda numerical distribution whose average valuewas 3.51 or more was considered a "4444." This combination then became a "4," the analysis/syn-

thesis level in technical knowledge. In Fig. 5 the distribution

"4433" is seen to have occurred for Subtopic 3. This group of numbers was considered to equal 3.50, which was evaluated as "3,'! If this subtopic had received a number distribution of "5433," for example, the group of numbers would have had an average value of 3.75 and would thus have been considered equal to "4." However, the committee agreed that, in the case of mixed number combinations, the level of instruction could be set by each school in accordance with local industrial needs and local advisory committee recommendations. A distribution of "4433" could then be adjusted to "4" as indicated locally,or remain at "3" as recommended by the National Advisory Committee.

33 The Aviation Methinks Occupation

In addition to the two parameters for identifying subtopics to be

included in the core curriculum and depth of training, two additional

criteria were established to assist in making teaching depth judgments.

One dealt with the depth of training given in industry, as well as the

type of equipment on which the training was given. The second criteria.

was based on the conditions under which' manipulative skills are being

performed by the mechanics in the industry under time pressure. Thus, with guidelines for identifying subtopics and establishing teaching

levels, the committee was able to review the entire data and make the

recommendations appearing with each of the Tablei 1 through 52. The

depth of training,'the instructional settings, and the testing levels

are described fully in the following discussion under "Teaching Levels."

TEACHING. LEVELS

The. National Advisory Committeewas guided by four established

levels of instruCtion.to whichany subtopic in the core curriculum could

be taught. Each teaching'level was given equivalent testing. levels,

"Knowledge," "Comprehension,"'"Application," and "Analysis/Synthesis,"

to determine whether the training had been achieved.In addition, four

instructional settings for teaching airframe andpowerplant subtopics

(Condition I) and four instructional settingsfor teaching subtopics

in related subjects, such as mathematics and physics, (ConditionII) were established.

The teaching levels for airframe and powerplant instructionare:

Level

1 Knowledge of sources of information and ability to follow directions

2 Ability to interpret information and drawings needed in performing a job

34 Implementation, Action, and Results

3 Knowledge and understanding of principles andprocesses and ability to apply them to. specific situations

4Ability to separate a malfunction into its fundamentalparts in order to troubleshoot, and ability to put together knowledge of principles and procedures to complete repairs, includingconstruc- tion of new or substitute parts

The description of the instructional setting for airframe and powerplant instruction and testing for each teaching level isas follows:

Instructional Setting (Condition I)

A - instructional Setting A should be an orientation lesson.A subtopic should be mentioned in a lecture but there should beno manipulative instruction. Testing should be at the knowledge level.

B - Instructional Setting B should bean overview of the subtopic, including both technical and manipulative training. Testing should be at the comprehension level.

Instructional Setting C should present detailed instructionso that the student can, with additional review, recall the information readily later when he has been employed. Testing should be at the application level.

D - Instructional Setting D should train in depth, in both technical and manipulative skills, to facilitate transfer of learning with minimum difficulty. The student, when later employed, should be able to start a task with minimal instruction. Testing should be at the analysis/synthesis level.

In related subjects, such as mathematics and physics, four instructional settings were established:

Instructional SettingCondition Ii

E instructional Setting E should be an overview. Testing should be at the knowledge level.

F instructional Setting F should include basic, workable skills in the fundamentals of the subtopic. Testing should be at the comprehension level.

G - instructional Setting G should be prOoented in enough detail so that recall can be accomplished with little additional training.

35 The Aviation Mechanic' Occupation

Instructional Setting (Condition II)- continued

Specific safety information should.be strongly emphasized. Test- ing should be at the application level.

H Instructional Setting H should train in depthto facilitate direct transfer of learning. It should include the specific information required to ensure safety and should resultin a complete mastery of the subject so that a return to flight attitude can be maintained by the mechanic. Testing should be at the analysis/synthesis level. Great stress should be placedon developing a positive attitude toward safety in the mechanicso that he carries this attitude through his productiveyears.

The relationships among these four major headingsare shown below.

TEACHING INSTRUCTIONAL INSTRUCTIONAL TESTING LEVELS SETTING SETTING LEVELS (Condition I) (Condition II)

1 A E Knowledge 111111111111111

F Comprehension

ANIMNISwimmermarallowtrawalawasimisaimizialimas

3 C Application

4 H Analysis/Synthesis

Several times the National Advisory Committee changed the instructional setting but did not change the teaching level. For example, it was occasionally recommended that a subtopic being taught to Teaching

Level 2 should provide an overview of the subtopic with technical training included; however, itwas recommended that manipulative training be deleted. Testing should continue at the comprehension level.

36 Implementeden, Action, and Results

Results

On the following pages are the tables. presenting all of the data collected by the survey. Each table represents a major topic heading and shows the subtopics performed by the aviation mechanic. The subtopics are arranged in descending order from most frequent to least frequent, as determined by the percent of mechanics performing that task.

KEY TO TABLES

Data is presented in five columns with the headings identified as

"N," "F," "T," "M," and "I," shown in the example below.

N F T I

The headings represent the following:

N .Percent of mechanics performing the task

F.,.OOOOO Frequency with which the task is performed

T Aechnical knowledge required to perform the task

Manipulative skill required to perform the task

I Industry training offered

37 The Aviation Mechanics Occupetten

Each of the preceding columns is divided in accordance with the'

four industrial categories, identified by "A," "0," "L," and "S,"

shown in example below: 0

IA 4 N F T N I AOLSA.OLSAOLSAOLSAOLS

The categories represent the following:

A Airline line stations

0 Airline overhaul stations

L Large general aviation companies

S Small general aviation companies

Data applicable to the "N" column in example below is represented

by the following symbols, which indicate the percentage of mechanics

performing each task:

Tasks performed by 10 percent or more of the mechanics

in that industrial category

$ Tasks performed by 5 to 10 percent of the mechanics in

that industrial category

Tasks performed by 2 to 5 percent of the mechanics in

that industrial category

No symbolTasks performed by less than 2 percent of the mechanics

in that industrial category

38 Implementation, Action, and Results

Data applicable to the "F" column, in examplebelow, is represent-

ed by the following letters indicatingthe frequency with which the

task is performed:

L The job is performed semi-annuallyor less often

(low frequency)

H The job is performed daily, weekly,or monthly

(high frequency)

No letterThe task is not performed

N T M AOLSAOLSAOLSAOL,,SAOLS HHLH

Data applicable to the "T" column in example belowis represented

by the following numbers indicatingthe technical knowledge required

to perform a given task:

1 - Knowledge

2 - Comprehension

3 - Application

4 - Analysis

Synthesis

. LA4 -S.:416 1,-.tatIrtd 44. The Aviation Mechanics Occupation

Data applicable to the "M" column in example below is represented

by the following numbers denoting the manipulative skillrequiied.by

the task:

1 - Not needed

2 - Reasonable time limit, no job planning required

3 - Reasonable time limit, job planning required

4 - Time critical, no job planning required

5 - Time critical, job planning required

1 . N F T M I AOLSAOLSAOLSAOLSAOLS $++HHLN33333433

____.----...... '"'"--...... _ _...... --...

Data applicable to the "I" column in example.below is represented

by the following numbers denoting the degree of training offered by

industry:

- No training offered

2 - Orientation or familiarization training offered

3 - Basic or general information training offered

4 - Training in depth offered

N F T M AOLSAOLSAOLSAOLSAOLS $ HHCH .333343 3423

40 Implementation, Action, anditesulb

Beginning with Table 44, the "M" columnis replaced by the"A/S" column, as in example below. The applicable "A/S"data is represented

by the followingnumbers denoting whether accuracy and/or speed isre- quired in performingeach task:

1 - The taskmust be performed withaccuracy

2 - The task has to be done withaccuracy and speed

(Note: Table 52, "Ethics and Legal Responsibilities,"does not have an "M" or "A/S" column, becauseneither of these

factors is applicableto the topic.)

F A/S I AOLSAOLSAOLSAOLSAOLS HHLH333312113323

Note: When a blank appears in all 5 columns inany one industrial category, it means the task is not performed by thatinduotilal category.

Adjacent to each table is (1) overview of workperformed by an aviation mechanic (2)the principal findingsof the survey (3) the recommendations of theNational AdvisoryCommittee. All subtopics studied are listed so that schools can evaluate theresults and the recommendations of theNational AdvisoryCommittee as a basis for possible inclusion intheir curriculum ofsome of the subtopics not recommended by the NationalAdvisory Committee.

tsAltif4161 TABLE 1. WOODWORK

N F T M I AOLSAOLSAOLSAOLSAOL S

MAKE RIB REPAIR $ L L 3 3 3 3 3 3

USE GLUES AND CLAMPS $ PILL 3 3 3 3 3 3 3 3 3

IDENTIFY WOOD DEFECTS $ 3 3 2 3 3 3

BUILD A RIB , L L 53 33 33

BUILD WING SECTION L L 3 3 3 3 3 1

MAKE SPAR SPLICE L L 5 3 3 3 3 3

USE.NACA AIRFOIL SPECIFICATIONS L L 3 3 3 3 3 1

CONSTRUCT JIGS H L L 45 3 33 3 13 3

SELECT MATERIALS H L L 3 3 3 3 3 3 1 3 3

HANDLE AND STORE WOOD H L L 1 1 3 2 3 3 1 3 3

TEST STRENGTH OF SPLICES L L 1 3 3 3 3 3

MAKE APPROVED SPLICES L L 3 3 3 4 3 3 1 3 3 Implementation, Action, and Results

TABLE 1

WOODWORK

OVERVIEW OF WORK PERFORMED

While the trend is undoubtedlytoward metal aircraft,many airplanes still exist in which woodwas used as the structural material for spars and ribs. Inspection and repair of thesewooden structures will continue to be theresponsibility of the aviationmechanic, because deterioration iscontinuous and cracks in gluedjoints are in many cases difficult to detect. The mechanic must be familiarwith and able to recognize defectsin wood structures suchas dry rot, compression failures, etc.

The manufacture of duplicatereplacement parts and the application of protective finishesis performed by the mechanic, and woodworking machinesare used during these processes.

PRINCIPAL FINDINGS

N -Very few mechanics employed bythe airlines and large general aviation companies doany woodworking. Where such jobs exist in general aviation, theyare being done by a small percentage of mechanics, most of whomspecialize,in this type of work.

The frequency with whichmechanics employed by general aviation companies perform such work is low.

I - Basic or general'informationtraining is provided by the general aviation industry.

NATIONAL ADVISORY COMMITTEERECOMMENDATIONS

A. mechanic should have the abilityto inspect wood structures and make correct decisionsregarding airworthiness of thestructures. Although all subtopicsexcept the identification of wood defectsare to be taught at Teaching Level 1, whichprecludes manipulative training, the committee strongly recommendedthat the mechanic be familiar with the use of woodworking tools. All subtopics should be included in the core curriculuM at TeachingLevel 1, except fhe identification of wood defects, which should betaught at Teaching Level 2. TABLEA2...FABRIC COVERING

A TOAS AOLSM AOLS INSPECT AND REPAIR STRUCTURE FOR COVER 2 3 3 3 2 3 33,2 4 3 3 SELECT MATERIALS. 3 3 3 3 3 3.1 3 3 PERFORM HAND SEWING 3 3 3 3 3333,1433 COVER WINGI'STRUCTUREOR CONTROL.SURFACE 3 3 3 3 3 3 3 3 3 REPAIR FABRIC 3333 3 3 3 32 4 3 3

PERFORM FABRIC PROTECTION-AND: . TESTING 3 3 3 3 3 3 2 3 1 4 3 3 PERFORM POWERSEWING 2 2 3 3 3 3 3 32 1 3 3

.64 ietY t IttiAlkffrl Vik! 11\ tiiM 77- implementation, Action, and Results

TABLE 2

FABRIC COVERING

OVERVIEW OF WORK PERFORMED

In the past, and at present, on slower, lighter aircraft, fabric has been used to cover a portion of the airplane structure.Mechanics select and identify materials, make repairs, and test fabric to determine the airworthiness of the fabric cover. Fabric covering of a wing, structure, or control surface requires the ability to cut fabric to proper size .and to sew and to properly attach the fabric to the taircraft.

PRINCIPAL FINDINGS

N - Less than 2 percent of,the airline mechanics work with fabric covering. They find their work generally limited to the inspection, testing, and repair of fabric covered control surfaces.

F -Major aircraft-covering jobs and power sewing are performed at a low frequency by mechanics employed by large general aviation companies.

I - The airline overhaul mechanic is given in-depth training when his employer assigns him the tasks identified in this table.

NATIONAL ADVISORY COMMITTEE RECOMMENDATIONS

The subtopic "Perform power sewing" should be deleted from the curriculum. The committee observed that power sewing is. generally done by mechanics in a specialized shop and should not be a part of a mechanic's basic skill. The subtopic "Inspect and repair structure for cover" was also deleted from this area, "Fabric covering," inasmuch as 2!t is more applicable to "Woodwork" and "Sheet Metal." All other subtopics should be included in the aviation mechanics core curriculum.

45 TABLE 3. PAINTING AND FINISHING

N F T M I A O L SA O L SA O L SAOL SA D L S PREPARE SURFACE ANDPRIME $ .,, 4. HHHH2333 3 3 3 32 43.3, BRUSH PAINTING $ - + +H H H H2 3 3 3 3 3 2 32 3 3 3 SPRAY...... , PAINTING $ - + +H H H H3 3 3 33 3 3 32 4 3 3 LAYOUT LETTERS AND MASK $- +4,HHHH3333 33332433 LAYOUT TRIM DESIGN $ - + 4.'HHHH3333 33333433 INSPECT AND IDENTIFYDEFECTS $ - 4. +HHHH3333 333224 33 TOUCH-UP PAINTING i- ++HHHH3333 332 .32 1 3 3 APPLY DOPE ++H H H H3 3 3 33 3 3 33 4 3 3 Implementation, Action, and Results

TABLE 3

PAINTING AND FINISHING

OVERVIEW OF WORK PERFORMED

Metal- or wood-covered aircraftare usually painted to protect their surfaces and to providea desirable appearance. Fabric covering requires the mechanic to brushor spray multiple coats of clearor pigmented dope on the surfacesto preserve and tighten the fabric. Wood structures are varnished, whilealuminum and steelare protected and preserved by painting withzinc chromate or other similarfinishes. The application of aircraft identificationnumbers and letters and trim striping requires the mechanicto be familiar with available materials and methods employed fortheir application.'

PRINCIPAL FINDINGS

F Mechanics in all occupationalcategories perform painting and finishing at a high frequency. Few airline mechanics apply dope, yet the frequency for painting andfinishing is high.

I -Airline overhaul stations offerextensive training, in the majority of the painting and finishingsubtopics.

NATIONAL ADVISORY COMMITTEERECOMMENDATIONS

All subtopics should be includedin the aviation mechanicscore curriculum. The committee observed that thetime and effort required to lay out trim design and letters, mask,and do touch-up painting can only be justified at the knowledge levelof teaching. The committee further recommended that alltraining programs remain alertto the introduction ofnew materials and processes in this subjectarea.

47 TABLE 4. SHEET METAL AOLSN AOLSF AOLST AOLSM AOLSI

INSTALL CONVENTIONAL RIVETS 3313 3333

DIMPLE METAL + + + + HHHH 3333 5333 3333

INSTALL SPECIAL RIIVETS + + ++ H H H H 3333 5333 4333

INSTALL SPECIAL FASTENERS + + ++ H H H H 333.3 3333 3333

MAKE PATCHES + + +4HHHH3333 3333 3333

MAINTAIN AERODYNAMIC SMOOTHNESS + + ++HHHH 3333 3333 3333

FABRICATE FROM TEMPLATE $ + 4. + LHHL 3233 5333 4331

HAND FORMING $ + + + HHHH 3233 3333 3333

PROTECT METAL FROM DAMAGE $ + + + HHHH 3333 3323 3323

USE BEND ALLOWANCE $'4, + + HHHH 3333 3333 3433

IDENTIFY AND CONTROL CORROSION $ 4 + +HHHH 3133 3333 3333

REPAIR STRUCTURE - + + +HHHH 3353 533.3 4333

USE ADWESIVE METAL BONDING - + ++HHHH 3333 4333 4433

DEVELOP TEMPLATE FROM BLUEPRINT $ $ + + L H H L 3333 5333 4431 INSPECT AND REPAIR PLASTICS AND FIBERGLASS - - ++HHHH 3333 3333 4433 SHAPE METAL I.E. HOT WORKING, COLD WORKING, CASTING, CHEMICAL MILLING, ETC. -+ ,,, H H H I. 3233 3333 433 I REPAIR HONEYCOMB AND LAMINATED STRUCTURE - - $ + HHLL 3333 5333 4433 Implementation, Action, and Results

TABLE 4

SHEET METAL

OVERVIEW OF WORK PERFORMED

Structural members of the modern airplaneare made of aluminum alloys, steel, and other non-ferrous metals andhoneycomb structures. The outer covering, or "skin," of the airplaneis unerally made of aluminum alloy or other non-ferrous sheet metals.Aviation mechanics manufacture, assemble, repair, and fastenparts together by riveting, welding, and bonding. Special fasteners and fittingsare installed as a part of this process.Mechanics inspect the structure for damage or normal wear and control corrosion by application of primers, chemical bonds, and plating.

PRINCIPAL FINDINGS

N All. mechanics perform the tasks identifiedin this table. The shaping of metal by hot or cold working,casting, chemical milling, etc.is performed by less than 2percent of the mechanics employed at airline line stations.

Airline line mechanics andmet. Anics employed by small general aviation companies infrequently developtemplates or fabricate parts from templates. The repair of honeycomb and laminated structure is performed infrequently by general aviationcompanies.

M -Airline line station mechanics do sheet metalwork under critical time limitations that require job planning.

The airline industry ptovides training in depthin several of the tasks.

NATIONAL ADVISORY COMMITTEE RECOMMENDATIONS

All subtopics should be included in theaviation mechanics core curriculum. The committee recommended that manipulative skillshould not be taught for the subtopics "Protect metal from damage"and "Identify and control corrosion."The theory and techniques of shaping metal, i. e. hot working, cold working,casting, chemical milling, etc., should be presented insufficient detail so the mechanic can properly conductan inspection.

49 TABLE 5. WELDING

N F T M AOLS.AOLSAOLSAOLSAOLSI SOLDER $ $ + + H H H H 3333 23 33 43 33 IDENTIFY TYPES OF MELDEDJOINTS - ++HHHH 1233 23 33 13 33 WELD STAINLESS STEEL - + +H H H H 3333 33 334311 ARC WELDING' - + + HHHH 3333 333343 11 SOLDER STAINLESS STEEL - + + H H H H 3333 33 33 33.31 FABRICATE TUBULARSTRUCTURES - ++H H H L 3333 33 33 33 11 CONTROL ALIGNMENT WHILEWELDING - ++H H H H 3333 33 33 33 21 INSPECT AND TEST WELDS - + + H H H H 4353 53 1343 33 WELD STEEL (GAS) ++H H H H 3 33 .1) 39:33 4331 WELD ALUMINUM ++HHHH 3333 343.3343 11 BRAZE ++H H H H 3333 33 33 33 33 REPAIR TANK - $ + H H H L 3333 33 33 13 31 'WELD MAGNESIUM - H H L L 3333 33 3543 31 WELD TITANIUM - H H H H 3333 333.543 11 Implementation, Action, and Results

TABLE 5

WELDING

OVERVIEW OF WORK PERFORMED

Recent developments and refinements in inertgas welding have brought significant changes in the methodsof joining metals in aircraft. Conventional gas and arc weldingare done by the mechanic in repairing tubular aircraft components,minor subassemblies and shop equipment. Some mechanics who have special training,or certification, weld stainless steel andmagnesium, as well as titanium and other exotic metals. It is most important that mechanics be ableto identify the quality of the weld.

PRINCIPAL FINDINGS

N -A smaller percentof mechanics employed by the airlinesdo welding, compared with mechanics employed ingeneral aviation.

F - Although only a few selected airline mechanicsdo welding, they perform this task at a high frequency. The frequency with which mechanics employed by small general aviationcompanies fabricate tubular structures, repair tanks,and weld magnesium is low.

I - Less than 2 percent of the airline line mechanics dowelding, but they indicate that they receive in-depth training'inthe majority of the tasks identified.

NATIONAL ADVISORY COMMITTEE RECOMMENDATIONS

All subtopics should be included in theaviation mechanics core curriculum. For purposes of inspection, a mechanic must be ableto identify the various types of weldedjoints and be capable of judging the quality of the weld. Welding in the core curriculum should beat the application level; however, those studentsspecializing in aircraft welding for certification must enroll in specialclasses.

51 TABLE 6. ASSEMBLY AND RIGGING.

N. f; T. M I A 0,L,'S AOLS.AOLSAOLSADIS USE MANUFACiURER*S AND FAA SPECIFICATIONS $ $ + + H H H H 2.3314 133 3333

RIG MOVEABLE SURFACES $ - + +H H H H 3 353 3 353 4433

RIG FIXEDSURFAES -4 + H H H. H 3 333 3 3334433

RIG AIRCRAFT -4 4'H14 H L 3 333 3 3 3' 3 4433

USE TRANSIT- ++LHLL 3 333 3 333 1311

TRAM ANO ALIGN STRUCTURE. .4. +.L. H H L 3 333 3'333 3333

BALANCE CONTROL .SURFACES + + LHLL 3 333 3 333' 3333 Implementation, Action, and Results

TABLE 6

ASSEMBLY AND RIGGING

OVERVIEW OF WORK PERFORMED

Every airplane has its particular method of .assembly. The number of externally braced aircraft is decreasing. Designs that incorporate external braces and wires permitmany adjustments; modern internally braced airplanes permit few adjustments bymechanics in the field. Aircraft rigging implies the alignment ofcomponents to achieve acceptable flight characteristics. Furthermore, improper assembly and rigging may resultin certain members being subjected to loads greater than those for which theywere designed. Mechanics, therefore, closely adhere to the manufacturer's andFAA specifications when installing, aligning,or balancing both fixed and movable control surfaces. Aircraft with hydraulic, or electric boost-assisted controls demand a high level of mechanical craftsmanship.

PRINCIPAL FINDINGS

N - A greater percentage of the mechanics employed by general aviation companies perform assembly and rigging operations than do the mechanics employed by the airlines.

F -Mechanics in all of the industrial categories make frequentuse of manufacturer's and FAA specifications.

T - Mechanics employed by large general aviation companies must frequently put together knowledge of principles and procedures when rigging movable surfaces.

M -Mechanics employed by large general aviation often work under critical time conditions requiring Sob planning whenrigging movable surfaces.

I - The airlines give training in depth for therigging of aircraft, movable surfaces, and fixed surfaces.

NATIONAL ADVISORY COMMITTEE RECOMMENDATIONS

All subtopics should be included in the aviationmechanics core. curriculum. The committee suggested that thecorrect installation and assembly of bolts and similar items of special hardwareis of sufficient importance to justify addition ofa separate subtopic titled "Assembly of aircraft" to the curriculum. In the core curriculum on page 179 a new subtopic "Assembly of Aircraft" has been included to be taught at Teaching Level 3.

S'A TABLE 7. LANDING GEAR

N F T M 1 A CASAOLSAO.LSAOLSAOLS SERVICE AND REPAIR

LANDING GEAR - + +HHHH 3 3 3 3 3 3 3 3 3 4 3 3 INSPECT AND REPLACE TIRES AND WHEELS + - ++. H H H H3 3 3 3 3 3 2 33.433 SERVICE AND REPAIR'

LEVELING DEVICES + - ++HHHH3 3 3 3 4 3 3 3 3 4 3 3

SHOCK STRUTS -4 +H H H H 3 3 3 3 3 3 3 3 3 3 3 3

NOSE WHEEL STEERING + - ++ H H H H 3 4 3 3 3 5 3 1 3 4 3 3 BRAKES - + + H H H H 3, 3 3 3 3 3 3 33 4 3 3

JACK AIRCRAFT AND TEST GEAR S - + + HHLH 3 4 4 33 5 1 3 3 4 3 3 INSPECT DAMAGE AND WEAR TO LIMITS + + HHHH-3 4 3 32 3 3 3 3 4 3 3

CHECK ALIGNMENT - - ++L H H H 1 4 3 3 3 3 3 [ 1 4 3 3 SERVICE AND REPAIR ___ ANTI-SKID DEVICES - - + +H H H L 4 4 3 3 33333 4 3 3 Implementation, Action, and Results

TABLE 7

LANDING GEAR

OVERVIEW OF WORK PERFORMED

The landing gear ofan airplane consists of main and auxiliary units, either of whichmay be retractable or fixed. The landinggear may include various combinations of wheels,shock absorbing equipment, brakes, retracting mechanismwith controls, actuators,warning devices, fairings, and structuralmembers necessary to attachit to the primary structure. Mechanics operate, service,adjust, inspect, repair, and maintain these manysystems.

PRINCIPAL FINDINGS

F - Mechanics in all occupationalcategories work on landinggear at a high frequency.

T - Airline overhaul mechanicsperform several tasks at theanalysis level, requiring an ability to break downa malfunction into its fundamental parts--to performtroubleshooting during overhaul.

In three of the subtopic tasks,airline mechanics must perform their work under thepressure of time limitations.

I - Airline overhaul stationsprovide training in depth, while industry training is basic andinformational in content.

NATIONAL ADVISORY COMMITTEERECOMMENDATIONS

All subtopics should be includedin the aviation mechanicscore curriculum. The committee observed that,with the possible exception of powerplants, the landinggear requires the most frequent inspection, maintenance, and service.

55 ' I\ Vcc. c .2 2 ,, pc\

TABLE 8. HYDRAULIC AND PNEUMATIC'SYSTEMS

N AOLSAOLSF AOLST AOLSM AOLSI OPERATE AND SERVICE HYDRAULIC SYSTEM AND COMPONENTS $ 4 . + , H H H H 3 3 4 3 3 1 4 33333 OPERATE AND SERVICE PNEUMATIC

SYSTEM AND COMPONENTS $ 4 , 4 . H H H H3443 3 5 4 3 3 4 1 3 IDENTIFY VARIOUS TYPES OF HYDRAULIC SNSTEMS - + + HHHH3 34 3 3 1 2 33 3 3 3 IDENTIFY VARIOUS TYPES OF PNEUMATIC SYSTEMS 4. . + + HHIL 3 3 4 3 3 1 1 53 3 4 3 IDENTIFY HYDRAULIC FLUIDS - + 4., HHHH3343 21533333 INSTALL FITTINGS AND LINES + + HHHH 3 3 3 3 5 3 3 3 3 3 3 3 INSPECT AND REPAIR HYDRAULIC SYSTEM AND COMPONENTS $ $ 4. 4. HHHH 3 3 3 3 5 1 3 3 3 3 3 3 INSPECT AND REPAIR PNEUMATIC SYSTEM AND COMPONENTS $ $ H H H H3 3 4 3 5 5 3 33 3 3 3

FABRICATEALUMINUM LINES 4 . + H H H H 3 3 4 3 2 3 3 3 3 3 3 3 .-----r.rr-----

FABRICATE STAINLESS LINES 4 . + H H H H3 3 3 3 2 3 3 33 3 3 3

I. Ingilementation, Action, and Results

TABLES

HYDRAULIC AND 7NEUNATIC SYSTEMS

4. OVERVIEW OF WORK PERFORMED

The size, weight, and speed of the modern airplane has made necessary the development of more sophisticated and complex hydraulic and pneumatic systems. The aviation mechanic operates, services, in- spects, repairs, and maintains these systems. This responsibility varies from simple identification of hydraulic fluids and seals to the ability to analyze and troubleshoot reported system malfunctions.

PRINCIPAL FINDINGS

F Mechanics in all industrial categories perform work at a high ratesof frequency on hydraulic systems.

T - Large general aviation companies require their mechanics to work at the analysis level, troubleshooting hydraulic and pneumatic systems.

M Mechanics employed by the airlines and large general aviation companies must perform several of the tasks under critical time conditions, requiring job planning.

I - Airline overhaul mechanics receive in-depth training in the operation and servicing of pneumatic systems and components.

NATIONAL ADVISORY COMMITTEE RECOMMENDATIONS

All'subtopics should be included in the aviation mechanics core curriculum. The committee recommended the addition of a subtopic titled "Selection, and installation of '0' rings and seals" to emphasize a task often performed by the mechanic. He should also be aware of the function of "0" rings and seals. The term "repair" as applied to components in the hydraulic and pneumatic systems was further defined by the committee to describe a "remove and replace" function. In the core curriculum on page 180 under "Hydraulic and Pneumatic Systems," a subtopic titled "Selection and installation of '0' rings and seals" has been added.

57 TABLE 9. FUEL SYSTEM AOLSN AOLSF AOLST AOLSM AOLSI

IDENTIFY FUEL SYSTEMS 1 1 1 1 1 1 1 1 =2333 2313 3323 CHECK AND SERVICE FUEL SYSTEMS AND COMPONENTS + + H H H H 3333 3323

+ IDENTIFY FUELS . + + H H H H 2313 2312 3331

SERVICE FUEL DUMP SYSTEMS + ++ H H L L 3353 2312 3413

FABRICATE AND REPLACE LINES AND FITTINGS 3333

INSPECT AND REPAIR FUEL SYSTEM COMPONENTS $ ++H H H H 4333 4233 4333

REPAIR AND SEAL FUEL TANKS - ++ H H H L 1333 5333 3433 Implementation, 'Action, and Results

TABLE 9

FUEL SYSTEMS

OVERVIEW OF WORK PERFORMED

The aviation mechanic services, checks, and maintains the fuel system and components. The work includes fabricating lines, inspection for fuel leaks, replacing fittings, and repairingor replacing fuel tanks and bladder cells. The inspection for fuel leaks and contamination is one of the major safety itemsa mechanic performs during his continual flight line checks.

PRINCIPAL FINDINGS

N - Less than 5 percent of the airline overhaul mechanics perform the tasks identified in this table.

F - General aviation mechanics do not service fuel dump systemsas frequently as do airline mechanics. Mechanics employed by small general aviation companies infrequently repair and seal fuel tanks.

Airline line mechanics must be capable of analyzing the problem and making corrections when inspecting and repairing fuel system components.

Airline line mechanics inspect and repair fuel system components and repair and seal fuel tanks under critical time conditions.

I - Airline mechanics are trained in depth to service fuel dump systems, to inspect and repair fuel system components, and to repair and seal fuel tanks.

NATIONAL ADVISORY COMMITTEE RECOMMENDATIONS

All subtopics should be included in the aviation mechanics core curriculum. Training in checking, servicing, inspecting, and repairing fuel systems and components should be general and not be specifically directed to a particular airplane or system.

59 TABLE 10. AIR CONDITIONING AND PRESSURIZATION ...... --..

N F T M I A O IS A O L S A O L S A O L S A O L S

CHECK AND SERVICE PNEUMATICS AND HEAT EXCHANGERS + - ++HHHH 3 3 3 3 3 2 3 3 3 3 3 3 INSPECT, REPLACE OR REPAIR

PNEUMATIC SYSTEM COMPONENTS + - ++HHHH 3 3 3 3 3 2 5 3 3 3 3 AIR CONDITIONING SYSTEM

COMPONENTS 4--- + HHHH 3 3 3 3 3 3 3 3 3 4 3 3 CHECK AND SERVICE HEAT AND COOLING SYSTEMS AND THEIR CONTROL SYSTEMS + + HHHH3 4 3 3 3 3 3 3 3 43 3 CHECK AND SERVICE OXYGEN SYSTEMS ++ H H L H 3 4 5 3 3 3 5 33 4 3 3 CHECK AND SERVICE AIRCRAFT PRESSURIZATION AND CONTROL SYSTEMS H H H H 3 3 5 3 3 3 3 3 3 411 INSPECT, REPLACE OR REPAIR PRESSURIZATION SYSTEM COMPONENTS HHLH 3 3 5 3 3 2 5 3 3 3 3 1 OXYGEN SYSTEMS AND COMPONENTS. + + HHLH 3 3 3 3 3 3 3 3 3 4 3 3 TROUBLESHOOT AND REPAIR AIR CONDITIONING AND PRESSURIZATION SYSTEMS HHLH444453334431 Implementation, Action, and Results

TABLE 10

AIR CONDITIONING AND PRESSURIZATION

OVERVIEW OF WORK PERFORMED

Air conditioning and pressurization systemsare incorporated in aircraft primarily for passenger comfort while the aircraftoperates at higher or more efficient altitudes. On some of themore complex aircraft, a secondary benefit derived from air conditioning is the stable, temperature-controlledenvironment it provides for the most efficient operation of other aircraft subsystems.

Most airline aircraft utilize complex air conditioning and pressurization systems. Aircraft are being introduced into general aviation which also incorporate these subsystems. Oxygen systems are related to air conditioning and pressurization systems; therefore, the mechanic must also be familiar withoxygen systems. These require continual, periodic checking, servicing, and troubleshooting. The mechanic must be familiar with these phases of thesystems to inspect, repair, and replace system components to effectproper maintenance.

PRINCIPAL FINDINGS

N -Less than 5 percent of the airline overhaul mechanics perform the tasks identified in this table.

F -Generally, mechanics in all four categories perform workon air conditioning and pressurization systems ata high frequency.

The technical knowledge required of mechanics who repair air conditioning and pressurization systems is at the analysis level.

14 - Airline line stations require their mechanics to work underpressure of time and do job planning to troubleshoot and repair air conditioning and pressurization systems.

I - Airline overhaul stations provide in-depth training formost of the tasks.

NATIONAL ADVISORY COMMITTEE RECOMMENDATIONS

All subtopics should be included in the aviation mechanicscore curriculum. No manipulative skill training should be required under the subtopics titled "Inspect, replace,or repair: Pneumatic system components," "Inspect, replace, or repair: Pressurizationsystem components," "Inspect, replace,or repair: Oxygen systems and components." The committee believes that few mechanicsare expected to work on air conditioning or pressurization systems without additional special training.

61 TABLE 11. ELECTRICAL POWER.

N F AOLSAOLSAOLST AOLSM AOLSI APPLY ELECTRON THEORY AND

FUNDAMENTALS OF .. ELECTROMAGNETISM IN READING AND ANALYZING DC AND AC CIRCUITS AND DIAGRAMS - + + HHHH4-3 5 3 3 3 3 3 3 4 3 3 IN OPERATION AND TESTING OF DC AND AC ELECTRICAL COMPONENTS + - ++ H H H H4 3 5 3 3 3 3 3 2 4 3 3 APPLY ELECTRICAL MEASURING AND INDICATING DEVICES FOR

MEASUREMENT OF VOLTAGE+ CURRENT, AND RESISTANCE + - ++HHHH 3 3 2 3 3 2 3 2 3 3 3 3 CHECKING OF CONTINUITY AND ELECTRICAL LEAKAGE +- ++HHHH 3 3 3 3 3 1 2 3 3 3 3 3 PROMOTE AND PRACTICE ELECTRICAL SAFETY AND HAZARD PRECAUTIONS 4. + HHHH 3 1 3 3 3 1 2 3 4 3 3 3 APPLY ELECTRON THEORY AND FUNDAMENTALS OF ELECTROMAGNETISM

IN TROUBLE SHOOTING AIRCRAFT WIRING AND ELECTRICAL INSTALLATIONS ++HHHH 3 3 5 3 3 3 3 3 3 4 3 3 APPLY ELECTRICAL MEASURINGAND INDICATING DEVICES FOR

CALCULATION OF RESISTANCE AND CONDUCTIVITY $ - ++HHHH 3 3 5 3 2 1 3 34 3 2 3 CHECKING AND MEASURING CAPACITANCE. . + + HHHH 3 3 5 3 3 2 3 2 3 3 2 3 CHECKING AND MEASURING INDUCTANCE $ -+ '+ HHHH333332333333 TROUBLE SHOOT AND REPLACE DC . AND AC MOTORS AND CONTROL UNITS $ - ++HHHH 3 2 4 3 3 3 3 3 3 3 3 3 CHECK AND REPLACE RELAYS, SOLENOIDS, SWITCHES AND RHEOSTATS $ - ++ H H H H 3 2 5 3 3 2 3 3 3 3 3 3 Implementation, Action, and Results

TABLE 11

ELECTRICAL POWER.

OVERVIEW OF WORK PERFORMED

Mechanics apply electrical theory in checking, servicing, and troubleshooting aircraft electrical systems. Electrical system maintenance requires a broad knowledge of the fundamentals of electricity. The effective use of measuring instruments is paramount in electrical servicing. Power generating and distribution systems contain many components, such as switches, circuit breakers, bus bars, relays, generators, inverters, regulators, etc., which require inspection, testing, and replacement where necessary. Recent developments in the electrical systems of modern aircraft have placed greater emphasis on the mechanic's ability to troubleshoot, service, and maintain the systems:

PRINCIPAL FINDINGS

F -With but one exception, checking and troubleshooting solid state switching devices by mechanics in small general aviation companies, all subtopics have a high frequency of performance by mechanics performing these tasks in all four industrial categories.

T -Many of the tasks require a technical knowledge at the analysis level by all four industrial categories. Large general aviation companies indicate that they require a technical knowledge at the synthesis level for many of. the tasks. It is evident that a broad knowledge of aircraft electrical/electronic systems and subsystems is an important part of the aviation mechanic's working requirements.

M -Mechanics employed by large general aviation companies indicate that they work under time critical conditions, which require job planning, in applying electrical measuring, and indicating devices for measurement and calculation of power and installing and repairing electrical wiring and distribution equipment.Airline overhaul mechanics also Wicate that they require a high manipulative skill level to test and repair solid state inverters and switching devices under time critical conditions requiring job planning.

I - Although airline mechanics indicate that they receive in-depth training in some of the subtopics, industry training is generally of basic, informational content.

63 TABLE 11. ELECTRICAL POWER (CONTINUED)

N F T AOLSAOLSAOLSAOLSM AOLSI

'CHECK AND REPLACE TRANSFORMERS, . RECTIFIERS AND FILTERS + +H H H,H 3253 3233 3331 CHECK AND REPLACE ELECTRICAL. PROTECTIVE. DEVICES + +. :.i'HHH 3253 3233 3333 APPLY ELECTRON THEORY AND FUNDAMENTALS OF ELECTROMAGNETISM.

IN TROUBLE SHOOTING AIRCRAFT . AC POWER SYSTEMS . - ++ H H H H 4444 3433 4433 IN TROUBLE SHOOTING AIRCRAFT OC POWER SYSTEMS - - + + HHHH 4454 3433 4433 APPLY ELECTRICAL MEASURING AND INDICATING DEVICES FOR

MEASUREMENT AND CALCULATION OF POWER - - ++HHHH 3353 3252 3331 CHECKING AND TESTING THERMOCOUPLES - - ++HHHH 3333 2333 4333 TROUBLE SHOOT AND REPLACE DC AND AC GENERATOR EQUIPMENT - - ++HHHH 4243 3333 3333 INSTALL AND REPAIR ELECTRICAL

WIRING AND DISTRIBUTION . EQUIPMENT - - ++H H H H 2253 3353 3333

. TEST AND REPAIR AIRCRAFT . GENERATOR AND INVERTER CONTROL SYSTEMS - - ++HHHH 3453 3233 3433 APPLY BATTERY THEORY AND TEST EQUIPMENT

TO MAINTAIN AND TEST LEAD ACID BATTERIES ++HHHH 3333 1222 3433 TO TEST AND MAINTAIN EDISON CELLS AND NICKEL CADMIUM BATTERIES ++HHHH 3333 2223 3333 TO OPERATE AND MAINTAIN BATTERY CHARGERS ++HHHH 3333 2222 3333 Implementation, Action, and Results

NATIONAL ADVISORY COMMITTEE RECOMMENDATIONS

The committee recommended that the subtopic, "Apply battery theory and test equipment to test and service dry battery equipment" be de- letedbecause of extremely limited use of this equipment. All other subtopics should be included in the aviation mechanics core curriculum. It is fairly evident that a knowledge of aircraft electrical systems is becoming an important aspect of the aviation mechanic's working requirements. Although the committee was aware that the electrical and electronic work is performed by specialists in some of the aviation industries, electrical and electronics should be a part of the aviation mechanics curriculum at the application level. Committee comments and recommendations also included the following:

1) Solid state switching devices are becoming more important and finding more use in light aircraft.

2) Although AC devices are finding more use in aircraft, DC theory and devices should also be emphasized during instruction.

3) "Check and replace" tasks should all be taught at no less than Level 3.

4) The high percentage of mechanics performing the tasks in all four categories indicates the need for electrical training.

The student/mechanic needs a broad foundation of instruction for the installation of aircraft electrical units and wiring.

6) Industry training may be high for the subtopics because no other adequate training is received.

65 TABLE 11. ELECTRICAL POWER ICONTINUED--21

N F T. M / AOLSAOLSAOLSAOLSAOLS CHECK AND TROUBLE SHOOT SOLID STATE INVERTERS ++HHHH 34 43 3433 3433 INSPECT, TEST AND REPAIR AIRCRAFT MOTORS, GENERATORS AND INVERTERS - ++ H H H H 34 53 3213 3433 APPLY BATTERY THEORY AND TEST .EQUIPMENT

TO TEST AND SERVICE DRY BATTERY EQUIPMENT + + HNHH 33 53 3232 3323 CHECK AND TROUBLE SHOOT SOLID STATE SWITCHING DEVICES $ + HHHL.44 43 3233 3433 TEST AND REPAIR SOLID STATE INVERTERS AND SWITCHING DEVICES $ + H H H H 3.4 43 353 ---- 3 2433 implementation, Action, and Results PRECEDING PAGEBLANK- NOT FILMED

TABLE 12

FLIGHT INSTRUMENTS

OVERVIEW OF WORK PERFORMED

Safe, reliable operation of the modernairplane is dependentupon the use of flight instruments. The mechanic is not onlyresponsible fear proper inspection.andmaintenance of the instrument 40 systems, but he must also learn touse them for intelligent diagnosis oftroubles. Mechanics service and maintaininstrument systems, verify theaccuracy of individual instrumentindications, and replace instrumentsas required.

PRINCIPAL FINDINGS

N - Less than 5 percent of the airlinemechanics perform the tasks' identified in this table.

F - The frequency at which mechanicswork with flight instrumentsis generally high.

I - Mechanics employed it generalaviation do aot receive industry training in themore complex instrument systems, while theairlines provide training indepth.

NATIONAL ADVISORY COMMITTEERECOMMENDATIONS

All subtopics should be includedin the aviation mechanicscore curriculum, but the training shouldbe adjusted. to developcompre- hension without a requirementfor manipulative skill in thesubtopic titled "Test and repair: Compassesand heading indicator systems," "Test and repair: Airspeed,rate-of-climb, and altitude indicator systems."There are indications thatthere will continue to be developments and refinements ininstrument systems that will further improve their accuracy and reliability. These developments will demand that mechanics have a broad understanding ofthe instrument systems even though they do not repair the internal mechanismsof the instruments.Mechanics should be familiar with theseinstrument systems, test procedures, and test equipment.

69 TABLE 12« FLIGHT INSTRUMENTS t CONTINUED)

N F AOLSAOLSAOLST AOLSM AOLSI TROUBLE SHOOT AND MAINTAIN

ELECTRONIC INDICATING AND COMPUTING SYSTEMS -- $t HHHH3443333 344 31 INTEGRATED TYPE OF FLIGHT INSTRUMENTATION -- +3 HEILL3353355 34431 TEST AND REPAIR

ELECTRONIC COMPUTERS AND INTEGRATING SYSTEMS -- + HHHH3553353344 31 SYNCHRO SYSTEMS AND MAGNET IC AMPLIFIERS --$-HHHH34332 3334431 PRECEDING PAGE BLANK- NQ't EILMED

TABLE 13. AUTO PILOTS AND APPROACH CONTROLS AOLSN AOLSF AOLST AOLSM AOLSI OPERATE AND CHECK AUTO PILOT AND APPROACH CONTROL. SYSTEMS ++ H H H H4 3 4.3 2 2 3 3 4 4 4 1 TROUBLE SHOUT AND MAINTAIN

FLIGHT CONTROL SERVO UNITS ++HHHH4 3 5 3 3 2 4 (.3 4 4 4 1 CHECK AND TROUBLE SHOOT AUTO PILOT INTERLOCK SYSTEMS +$HHHH435322234431 TROUBLE SHOUT AND REPLACE AUTO PILOT AND APPROACH CONTROL COMPUTERS AND AMPLIFIER UNITS $ H H H H 4 3 4 32 2 3 34 4 4 3 TROUBLE SHOOT AND MAINTAIN

AUTO PILUT SIGNAL SOURCE UNITS sui -.. + HHLH43 5 4 3 2 3 34 4 4 1 POWER SUPPLIES AND PHASE CONTROL + HHLH43 3 4 3 2 5 34 4 4 1 INSPECT, TEST AND REPAIR

AUTO PILOT CONTROL AND INTERLOCK SYSTEMS WO MP HHHH435332534443 TROUBLE SHOOT AND MAINTAIN

HORIZONTAL STABILIZER CONTROL AND MACH TRIM SYSTEMS + ... HHLH4 3 5 4 3 2 1 3 4 4 3 3 YAW DAMPER SYSTEMS +HHLH 4 3 5 4 3 2 3 3 4 4 4 1 AUTO APPROACH CONTROL +HHHH 4 3 4 43 2 3 3 4 4 4 1 Implementation, Action,and Results

TABLE 13

AUTO PILOTS ANDAPPROACH CONTROLS OVERVIEW OF WORK PERFORMED

Many modern aircraftare equipped withsome type of auto pilot, and the need for servicing and maintainingthese systems isbecoming more evident, especiallyin light aircraft.

Large aircraft haveextremely complexauto pilot systems integrated with boosted flight control andradio approachsystems.

Mechanics maintainingthese systemsrequire specialized training.

PRINCIPAL FINDINGS

N Less then 5 percent of all airlinemechanics perform the tasks identified in this table. In general, less than 10percent of the mechanics employed by smallgeneral aviationcompanies work on auto pilots and approachcontrols.

F - The mechanics who operate, test, inspect,troubleshoot, and maintain thesesystems perform at highfrequency. T - Mechanics employed bythe airlines at linestations and mechanics employed by large general aviationcompanies must have the technical knowledgeto accomplish repairsat the analysis level. I - The airlines and large general aviationcompanies provide training in depth to mechanics who work withthese systems.

NATIONAL ADVISORYCOMMITTEE RECOMMENDATIONS

All subtopics should be included in theaviation mechanicscore curriculum. The committee recommended that thosesubtopics where the teaching is accomplished at the comprehension levelnot include manipulative skill training. Specialized industrytraining is generally provided whenmechanics are assignedthese tasks.

1101 wilfiNaltn-.1Sisritirmurt.... . TABLE 13. AUTO PILOTS AND APPROACH CONTROLS(CONTINUED)

N F T 4, AOLSAOLSAOLSAOLSM AOLSI INSPECT, TEST AND REPAIR AUTO PILOT AND APPROACH CONTROL AMPLIFIERS, COMPUTERS AND COUPLERS - ... 4. HHHH 5 5 5 3 351 34 4 3 1 TROUBLE SHOOT AND MAINTAIN

GLIDE PATH EXTENSION AND RELATED DATA COMPUTERS ..- ..- + 4 4 5 5535 5 3 3 4 4 4 4 INSPECT, TEST AND REPAIR

AUTO PILOT FLIGHT CONTROL SERVOS AND DRIVE MECHANISMS .. '... $ $ HHHH 3 3 4 33 2 3 3 4 4 4 3 AUTO PILOT SIGNAL SOURCE SYSTEMS AND UNITS - -$-HHLH334332334441 PRECEDING PAGE BLANK- NOT FILMED-

TABLE 14. AIRCRAFT COMMUNICATIONS AND NAVIGATION EQUIPMENT /10

N F AOLSAOLSAOLST AOLSM AOLSI INSPECT AND REPAIR

ANTENNA INSTALLATIONS - - ++HHHH 3 1 3 3 4 2 3 3 3 3 3 3 RADIO RACKS AND RELATED EQUIPMENT - - ++HHHH3 1 3 3 4 2 3 33 3 3 3 RADIO AND ELECTRONIC WIRING, SWITCHING AND ,_- PROTECTIVE SYSTEMS + + HHHH4 1 3 34 2 3 3 3 3 3 1 OPERATE AND CHECK AIRCRAFT HF AND VHF RADIO RECEIVERS AND TRANSMITTERS + + HHHH 3 2 3 34 3 3 3 3 3 3 1 CHECK, TROUBLE SHOOT AND REPLACE

VHF RECEIVER AND TRANSMITTER SYSTEMS ++ H H L H4 2 5 34 3 3 3 3 3 3 1 CHECK AND REPLACE

GYRO AND RADIO COMPASS SYSTEMS ++ H H H H3 3 3 3 4 3 3 3 3 4 4 1

.ADF AND VOR SYSTEMS 4. 4. HHLH 3 3 5 3 2 3 1 3 3 4 2 1 MARKER, LOCALIZER, AND GLIDE SLOPE RECEIVERS ++HHHH 3 3 4 34 3 3 3 3 4 4 3 INSPECT AND REPAIR

CONTROL UNITS AND PANELS 4. 4 HHHH4 3 3 3 4 3 3 3 3 3 3 1 HEADSETS, MICROPHONES, AND SPEAKERS 4 + HHHH333343333331 CHECK, TROUBLE SHOOT AND REPLACE

HF RECEIVER AND TRANSMITTER SYSTEMS $ + HLHH4 2 3 3 4 3 3 34 3 3 1 SERVICE AND PASSENGER COMPARTMENT INTERPHONE SYSTEMS HHLH325343333331 Implementation, Action, and Results

TABLE 14

AIRCRAFT COMMUNICATIONS AND NAVIGATIONEQUIPMENT

OVERVIEW OF WORK PERFORMED

Mechanics are responsible for theinstallation of radios, antennae, navigation equipment, and associatedwiring.The repair, troubleshooting, and calibration oftransmitting equipment is performed by FCC licensed radio repairmenwho have had additionalexperience with aircraft radio.Aircraft mechanics maintain thesystem but, when a malfunction is isolatedin a unit of that system, radiomenac- complish the necessary repairs.

PRINCIPAL FINDINGS

N Less than 5 percent of the certificatedmechanics employed by the airlines work, with aircraft communicationsand navigation equipment.

F -Most tasks identified in this tableare frequently performed by mechanics in all industrialcategories.

M Mechanics employed by the airlinesat line stations perform these tasks under critical timelimitations.

I - Training in depth is provided byindustry in some of the subtopics, while the mechanic employedby the small general aviation company generally receives no training.

NATIONAL ADVISORY COMMITTEERECOMMENDATIONS

The committee recommended deletingthe subtopic titled, "Check, troubleshoot and replacepassenger announcement and entertainment systems" because this isa specialized system generally limited to airline operation.£11 other subtopics should beincluded in the aviation mechanics core curriculum.

77 TABLE 14. AIRCRAFT COMMUNICATIONSAND NAVIGATION EQUIPMENT(CONTINUED!

N F T M AOLSAOLSAOLSAOLSAOLSI CHECK AND REPLACE

DME AND OMET SYSTEMS AND OFF-COURSE COMPUTERS - +$HHHH 3 3 5 3 2 3 3 3 3 4 4 3 WEATHER RADAR SYSTEMS - +-HHLH 3 3 4 1 4 3 3 3 3 4 4 1 CHECK, TROUBLE SHOOT AND REPLACE

FLIGHT COMPARTMENT INTERPHONE SYSTEMS - S'S HHLH324343333331 CHECK AND REPLACE

SELCAL AND TRANSPONDER SYSTEMS - $ $ HHHL 3 3 4 1 4 3 3 3 4 4 4 1 CHECK, TROUBLE SHOOT AND REPLACE

PASSENGER ANNOUNCEMENTAND ENTERTAINMENT SYSTEMS - $ - HHHL 3 2 3 3 4 3 3 3 3 3 3 1 CHECK AND REPLACE

FLIGHT DIRECTORS, DATA COMPUTERS AND INTEGRATING SYSTEMS HHHH344345333441 LORAN, DOPPLER RADAR,RADAR ALTIMETERS - 3 4 4 4545 3 3 34 4 4 4 RADIO ALTIMETERS ANDTERRAIN CLEARANCE INDICATION SYSTEMS - HHHL34 4 34 4 3 3 4 4 4 3 FLIGHT RECORDERS HHHL324343333441 PRECEDING PAGE BLANK-NOT FILMED TABLE 15. ENGINE INSTRUMENTS ELECTRICAL

N F T AOLSAOLSAOLSAOLSH AOLSI INSPECT, TEST AND REPAIR

ELECTRICAL CONNECTIONS AND WIRING $ - + + H H H H 3133 2333 2233 INSTRUMENT PANELS AND UNIT MOUNTINGS -- ++HHHH 3133 2323 323 TROUBLE SHOOT AND REPLACE

PRESSURE INDICATION SYSTEMS - ++HHHH 3233 2333 3331 TEMPERATURE INDICATION SYSTEMS - + 4. H H H H 3233 2233 3331 TACHOMETERS AND RPM INDICATORS - ++ H H H H 3 433 2433 4333 INSPECT, TEST SAND REPAIR

ENGINE INDICATING SYSTEM COMPONENTS - ++ H H H H 3433 2433 4331 .... TROUBLE SHOOT AND REPLACE

RATE-OF-FLOW INDICATION SYSTEMS - ++ H H H H 3433 2433 4331 Implementation, Action, and Results

TABLE 15

ENGINE INSTRUMENTS, ELECTRICAL

OVERVIEW OF SYSTEM AND WORK PERFORMED

Engine electrical instruments serve to providethe flight cress with engine operating parametersso that they may ascertain or select engine conditions at any time. Mechanics are responsible for the installation, electrical connection, removal, servicing,and checking of tachometers, temperature indicators, andfuel flow indicators. Checking includes the inspection of physicalcondition, operation, and calibration of the instruments. Although the mechanic may be limited in performing field repairson these instruments, specially trained repairmen are employed byinstrument repair shops to overhaul, repair, and test the instruments.

PRINCIPAL FINDINGS

N -Less than 10 percent of the airline mechanicswork on these instrument systems.

F -The frequency with which mechanics workon electrical engine instruments is high in all industrialcategories.

T -Airline overhaul stations indicate thatthe technical knowledge required to troubleshoot and replace tachometersand rate-of-flow indication systems and to inspect,test, and repair engine indicating system components is at the analysislevel.

- Airline overhaul stations indicate that themechanic works under a time critical situation that requiresno job planning for these same tasks.

I -Airline line stations provide in-depthtraining for these same tasks, although industry generally providestraining at the basic or general information level.

NATIONAL ADVISORY COMMITTEE RECOMMENDATIONS

All subtopics should be included in theaviation mechanics core curriculum. In addition, the committee recommendedthat another subtopic titled "Inspect, test and repairelectrical connectors" be added to the core curriculum. It was generally agreed that this added subtopic is often neglected and thatits importance justifies its inclusion in the core curriculum. This new subtopic is listed in the core curriculum onpage 183.

n'Sz.Z TABLE 16. AIRCRAFT FUEL AND OIL MEASUREMENT ANDCONTROL

N F AOLSAOLSAOLST AOLSM AOLSI PERFORM FUEL MANAGEMENT, TRANSFER A140 DEFUELING + - + + HHHH 3433 3333 3433 TROUBLE SHOOT AND REPLACE

FUEL AND OIL ELECTRIC PUMPS, VALVES AND THEIR CONTROLS $ $ + + HHHH 3233 4333 3333 FLUID QUANTITY INDICATION SYSTEMS - - ++ H H H H 3433 2333 4433 FLUID PRESSURE AND TEMPERATURE INDICATION SYSTEMS - - ++ H H H H 3333 2333 3333

FLUID SYSTEM WARNING DEVICES - - + +HHHH 3233 2333 3433 CALIBRATE AND TEST

CAPACITANCE FUEL AND OIL QUANTITY INDICATION SYSTEMS - - + +HHHH 3433 2333 4431 FLOAT TYPE FUEL AND OIL QUANTITY INDICATION SYSTEMS - ++HHHH 3233 3333 3333 INSPECT AND REPAIR

FUEL AND OIL PUMPS, VALVES AND OTHER CONTROL UNITS - ++H H H H 5333 4233 4333 FLUID QUANTITY INDICATION EQUIPMENT - ++ H H H H 3433 2433 4333 PRESSURE AND TEMPERATURE INDICATION AND WARNING SYSTEMS - ++ H H H H 3433 2433 3333 TROUBLE SHOOT AND REPLACE

PRESSURE REFUELING CONTROL EQUIPMENT - - + $ H H H L 3333 4333 3433 Implementation, Action, and Results

TABLE 16

AIRCRAFT FUEL AND OIL MEASUREMENT AND CONTROL

OVERVIEW OF WORK PERFORMED

Mechanics must be familiar with fuel and oil pumps, valves and controls, quantity indication systems, warning systems, pressure- and temperature-indicating systems, refueling and defueling systems, and fuel transfer systems. They are required to have this knowledge because they are regularly called upon to service and maintain this equipment. In addition, mechanics must be able to troubleshoot these systems, perform necessary repairs, and conduct routine inspections. Mechanics performing calibration tests on fluid quantity indication systems must exercise utmost care in preventing foreign objects from entering and remaining in fuel or oil tanks. Mechanics remove, install, and repair components of these systems and must be familiar with the mechanical rigging required between controls, valves, and switches.

PRINCIPAL FINDINGS

N - Less than 5 percent of the airline mechanics perform most of these tasks.

The rate of frequency with which mechanics work on aircraft fuel and oil measurement and control equipment is high in all categories.

T - Airline line stations indicate that the technical knowledge of mechanics should be at the synthesis level for inspecting and repairing fuel and oil pumps, valves, and other control units. Airline overhaul mechanics perform many of these tasks at the analysis level.

I - Training in depth is offered by the airline industry in many of the subtopics.

NATIONAL ADVISORY COMMITTEE RECOMMENDATIONS

All subtopics shoul4 be included in the aviation mechanics core curriculum. The committee recommended deleting manipulative skill training from these subtopics,"Inspect and repair fluid quantity indication equipment," and "Troubleshoot and replace pressure refueling control equipment."These recommendations are made on the basis of equipment availability, and costs involved. An overview lecture on these subtopics is considered to be adequate.

83 TABLE 17. AIRCRAFT LANDING GEAR ELECTRICAL UNITS

N F T M AOLS I --=AOLSAOLSAOLSAOLS TROUBLE SHOUT LANDING GEAR POSITION INDICATION AND WARNING SYSTEMS - - ++ H H H H 3 3 4 32 5 3 3 3 4 3 3

CHECK AND TROUBLE SHOOT GROUND-- FLIGHT CHANGEOVER SWITCHES AND RELAYS - - ++H H H H 3 3 4 3 2 5 3 3 3 4 3 3

CHECK TAKEOFF WARNING SYSTEMS - - ++HHHH 3 3 4 3 2 2 3 2 3 4 3 3 INSPECT, TEST ANDREPLACE

SPEED WARNING COMPONENTS 4. + HHHH 3 3 4 3 2 3 3 3 3 4 3 3

TAKE-OFF WARNING COMPONENTS - - ++HHHH 3 3 4 32 3 3 3 3 4 3 1 LANDING GEAR AND GEAR DOOR SWITCHES - - ++HHHH 3 3 3 3 2 3 3 3 3 4 3 3 GROUND-FLIGHT SWITCHES AND RELAYS - - ++HHHH3 3 3 3 2 3 3 3 3 4 3 1 CHECK AND TROUBLE SHOOT ELECTRICAL BRAKE CONTROLS AND ANTI-SKID CONTROL SYSTEMS - -+ HHHH 3 4 4 3 2 2 3 3 3 4 3 1 INSPECT, TEST AND REPLACE ANTI-SKID CONTROL COMPONENTS - - +-HHHH334323333433 ., Implementation, Action, and Results

TABLE 17

AIRCRAFT LANDING GEAR ELECTRICAL UNITS

OVERVIEW OF WORK PERFORMED

Mechanics inspect, service, andrepair aircraft landinggear retract systems, warning systems, andposition indicators. The electrical control of retractable landinggear and anti-skid devices must operate perfectly if serious aviationaccidents are to be pre- vented. The testing and replacement ofwarning systems, change-over relays, and landinggear position indicators are buta few of the tasks performed.

PRINCIPAL FINDINGS

N - Less than 5 percent of the airline industrymechanics perform these tasks.

F - The frequency at which aviationmechanics work with landinggear electrical units is high.

T Mechanics employed by large generalaviation companies indicate that they must analyzesystem malfunctions and troubleshoot most of the tasks identified in this table.

- Airline overhaul mechanics indicatethat troubleshooting landing gear indication and position warningsystems, along with flight change-over switches and relays,requires job planning under critical time conditions.

I Airline mechanics employedat the overhaul bases are trained in depth in all subtopics.

NATIONAL ADVISORY COMMITTEERECOMMENDATIONS

The ccuimitfee recommended thatthe inspection, testing, and replacement of anti-skid controlcomponents be deleted.from the aviation mechanicscore curriculum because. of specialization and ,high. cost of equipment. All other subtopics should be included. The teaching level for the subtopictitled "Check takeoff warning systems" need not include manipulativeskill training. TABLE 18. FIRE DETECTION AND EXTINGUISHING SYSTEMS

N F AOLSAOLSAOLST AOLSIAOLSN 1 CHECK AND SERVICE

BIMETALLIC. THERMOCOUPLE AND CONTINUOUS STRIP FIRE DETECTION SYSTEMS -4. + HHHH 1 3 3 3 % 2 3 3 93 4 3 3 FIRE EXTINGUISHING SYSTEMS S -++HHHH 4 1 3 3 3 2 3 3 33 4 3 1 INSPECT. REPLACE OR REPAIR

COMPARTMENT FIRE DETECTORS AND SYSTEM COMPONENTS $ - ++HHHL 2 3 3 3 3 3 2 33 3 3 3 FIRE EXTINGUISHERS AND RELATED SYSTEM COMPONENTS - ++HHHH333332233433 ENGINE AND NACELLE FIRE DETECTION COMPONENTS -. ++ HHHL 2 3 3 3 2 3 2 3 il 3 3 3 3 CHECK ANO SERVICE

SMOKE ANO CARBON MONOXIDE DETECTION SYSTEMS HHHL133324333333 INSPECT, REPLACE OR REPAIR SMOKE DETECTION COMPONENTS HHHH333435332433 A Implementation, Action, and Results

TABLE 18

FIRE DETECTION AND EXTINGUISHING SYSTEMS

OVERVIEW OF SYSTEMS AND WORK PERFORMED

Fire detection and extinguishing systems requireperiodic servicing, checking, and maintenance. The mechanic must be familiar with the operation of these systemsso that he may perform necessary inspection of all components, suchas valves, sensors, indicators, extinguishing material containers, electricalwires, and plumbing. These systems also require troubleshootingin the event of a component malfunction, and the mechanic should be familiarwith installation, removal or replacement procedures, and operationalchecking of the system or components.

PRINCIPAL FINDINGS

N - Less than 5 percent of airline overhaul mechanics accomplish these tasks.

F - Airline mechanics and mechanics employed by largegeneral aviation companies perform workon fire detection and extinguishing systems at a high rate of frequency. Mechanics employed by small general aviation companies perform thesetasks at a lower rate of frequency, since most light aircraftdo not incorporate fire detection and extinguishingsystems.

T - Airline line stations indicate that theyrequire the technical knowledge of mechanics to be only at the knowledge levelfor checking and servicing these systems.

M - Airline overhaul stations indicate that timeis critical and job planning is required to accomplish the task ofinspecting; replacing, or repairing smoke detectioncomponents.

I - Airline overhaul stations provide in-depth trainingin most of the subtopics, while industry generally providestraining at the basic or general information level.

NATIONAL ADVISORY COMMITTEE RECOMMENDATIONS

All subtopics should be included in the aviation mechanicscore curriculum. Manipulative skill training is not recommended for checking and servicing fire .exting-ishingsystems. The committee recommended that a technical overview lessonon this subject be provided. The committee believed that specific knowledge ofan individual system would not be as beneficial to the studentas a broad technical lecture/discussion of this subject.

87 TABLE 19. ICE AND RAIN CONTROL AOLSN AOLSF AOLST AOLSM AOLSI

CHECK AND SERVICE POWERPLANT ICE CONTROL SYSTEMS -++HHHH 4333 4223 2433 AIR SCOOPS AND LEADLNG EDGE ICE CONTROL SYSTEMS + + HHHH 4333 4222 2433

ELECTRICALWINDSHIELD ICE . CONTROL SYSTEMS + + HHHL 3333 4423 4431

INSPECT AND REPAIR

POWERPLANT ICE CONTROL COMPONENTS ++HHHH 4333 3223 3433 CHECK AND SERVICE ANTENNAS, ACCESSORIES AND PITOT STATIC DEVICES - - + 4 H H H 3333 2423 3433

TROUBLE SHOOT AND REPAIR WINDSHIELD RAIN REMOVAL AND WINDOW DEFOGGING SYSTEMS - - ++HHHH 4333 5233 3431

INSPECT AND REPAIR AIR SCOOPS AND LEADING EDGE ICE CONTROL SYSTEMS - - + + HHHH 4333 3223 3431 0 _WINDSHIELD ICE CONTROL SYSTEMS ++ H H H L 4233 4223 3231

CHECK AND SERVICE

PNEUMATIC WINDSHIELD ANTI- . ICING AND DEFOGGING-SYSTEMS ++HHHH 3333 3223 2431 1

TABLE 19

ICE AND RAIN CONTROL

OVERVIEW OF WORK PERFORMED

Both anti-icing and de-icing systems are essential to air safety. Mechanics service, maintain, and check out these systems.Ice and 4 rain control systems include pneumatic de-icer boots; thermal anti- icing; parting strip heaters; cairod heaters on scoops, etc.; powerplant ice control; and windshield de-fogging and de-icing equipment. Ice detectors are also serviced.

PRINCIPAL FINDINGS

N - Less than 10 percentof all airline mechanics perform these tasks.

F - Mechanics employed by small general aviation companies rarely service electrically heated windshields.

T - Airline line mechanics generally work at the analysis level.

- Airline mechanics are under time limitations when performing many of the tasks identified in this table.

I - Airline overhaul mechanics receive industry training in depth in the majority of these subtopics.Mechanics employed by small general aviation companies receive little training in this subject area.

NATIONAL ADVISORY COMMITTEE RECOMMENDATIONS

All subtopics should be included in the aviation mechanics core curriculum, but the subtopic titled"Check and service powerplant ice control systems" need not include manipulative skill training. The committee believed that specific knowledge of an individual system would not be as beneficial to the student as abroad technical lecture/discussion of this subject. TABLE 20. WARNING SYSTEMS AOLSN AOLSF AOLST AOLSM AOLSI --....===.....1.1...... m...... INE CHECK AND ZERVICE

HYDRAULIC POWER AND SYSTEM COMPONENTS - - ++HHHH 3333 2323 3433

ICE AND RAIN PROTECTION . - 4. * HHHH 3333 2322 343 I

LIGHTS AND LIGHTING - - ++HHHH 3333 2322 3433

DOORS AND EMERGENCY WINDOWS - - ++HHHH 3333 2322 3433 FLIGHT CONTROLS. FLAPS, SPOILERS AND LEADING EDGE DEVICES --++ H H H H 3333 2333 3433 POWERPLANT STARTING AND VIBRATION - ++KHHH 3333 3323 3433

OVERSPEED AND UNDERSPEEO - - ++HHHL 3333 2323 3433 ELECTRICAL, PNEUMATIC AND OXYGEN SYSTEMS - - ++HHHH 3333 2333 3433 INSPECT AND REPAIR WARNING SYSTEM COMPONENTS 4. 4. HHHH4333 4233 4433 Implementation, Action, and Results

TABLE 20

WARNING SYSTEMS

OVERVIEW OF WORK PERFORMED

A. warning system may give flight crewsor pilots their first in- dicationof a malfunction. Significant is the growing availability of small, fast piston- and turbine-powered aircraftin the general aviation fleet, which incorporate warning systems.Mechanics service and repair warning systems, such as door warning;power failure warning; fuel, oil and hydraulic lowpressure warning; stall warning; and over- or under-speed warning. Some aircraft employ vibration detection indicators.

PRINCIPAL FINDINGS

N - Less than 5 percent of all airline mechanics performthese tasks.

F - In all categories, their mechanics verform these tasksat a high rate of frequency.

- Airline line station mechanicsmay be required to inspect and repair warning system components under criticaltime limitations.

I -Airline overhaul mechanicsare trained in depth in all subtopics. Airline line mechanicsare trained in depth to'inspect and repair warning system components.

NATIONAL ADVISORY COMMITTEE RECOMMENDATIONS

All subtopics should be included in the aviationmechanics core curriculum. The committee recommended teaching to the comprehension level for all subtopics except "Inspection andrepair of warning system components" where teaching to the knowledge level would be adequate. TABLE 21. RECIPROCATING ENGINES AOLSN AOLSF AOLST AOLSN AOLSI IDENTIFY TYPES AND PRINCIPLES OF RECIPROCATING POMERPLANTS + -++HHHH 1 3 3 3 2513 4341 CHECK AND SERVICE

FOURTEEN CYLINDER RADIAL ENGINE CR LARGER ++H H H H 1433 3 5 33 3443 INSPECT AND REPAIR

FOURTEEN CYLINDER RADIAL ENGINE OR LARGER ++HHHH4 4 4 3 3 5 33 3443

REMOVE AND INSTALL ENGINE + ++LHHH 3 3 3 3 3 5 33 4433 CHECK AND SERVICE

CYLINDER ++HHHH 2 4 3'33 5 33 3433 INSPECT AND REPAIR

CYLINDER ++HHHH4 4 4 3 3533 4433

GEAR REDUCTION SECTION ++ H H H H 1 4 4 3 2 5 33 4433

SUPERCHARGER ++HHHH 3 4 4 33 5 33 4433

TROUBLE SHOOT - ++ H H H H 3 4 4 3 3 5 33 4433

OPERATE ENGINE - ++HHHH 3 4 3 3 4533 4433 INSPECT AND REPAIR

FOUR OR SIX CYLINDER OPPOSED ENGINE ++ H H 3 3 33 33 SEVEN OR NINE CYLINDER RADIAL ENGINE ++ H H 3 3 33 33 Implementation, Action, and Results

TABLE 21

RECIPROCATING ENGINES

OVERVIEW OF WORK PERFORMED

Since the advent of aviation, reciprocating engines haveUnder-. gone innumerable changes to achievetheir present reliability. Al- though turbine engines are now finding more and varied use in aviation, the reciprocating engine is still in.great demand.The aviation mechanic must understand the theory of reciprocating engine operation and possess the maintenance skills needed to maintain these aircraft powerplants. He must be capable of operating, interpreting trouble reports, servicing, troubleshooting, and overhaulingthese engines.

PRINCIPAL FINDINGS

N - Less than 2 percent of airline overhaul mechanics work on reciprocating engines.

F- Mechanics working on reciprocating engines perform their jobs at a high rate of frequency. Airline line mechanics infrequently remove and install reciprocating engines.Radial engines of seven or more cylinders are overhauledinfrequently by small general aviation companies,, The airline mechanics, on the other hand, do not work with small reciprocating engines.

M -Airline overhaul mechanics work under critical time limitations requiring job planning. Airline mechanics generally receive training in depth regarding cylinders, gear reduction sections, superchargers, and troubleshooting and operating reciprocating engines. Large general aviation offers trnining in depth for the overhaul of all reciprocating engines.

NATIONAL ADVISORY CCMITTEE RECOMMENDATIONS

All subtopics should be included in the aviation mechanics core curriculum. The subtopic "Identify types and principles of reciprocating powerplants" should not include manipulative skill.

93 TABLE 21, RECIPROCATING ENGINES (CONTINUED)

N F T M AOLSAOLSAOLSAOLSAOLSI CHECK AND SERVICE

GEAR REDUCTION SECTION ++HHHH 1433 23 33 3433 SUPERCHARGER ++ H H H H 1433 23'73 3433 FOUR OR SIX CYLINDER OPPOSED ENGINE ++ H H 33 33 33 SEVEN OR NINE CYLINDER RADIAL ENGINE ++ H H 33 33 33 OVERHAUL

FOUR OR SIX CYLINDER OPPOSED ENGINE ++ H H 33 33 43 SEVEN OR NINE CYLINDER RADIAL ENGINE 4. + H L 33 33 43 CYLINDER ++HHHH 3433 35 33 4443 GEAR REDUCTION SECTION $ + HHHL 3433 35 33 4443 SUPERCHARGER $ + HHHL 3333 35 33 4344 FOURTEEN CYLINDER RADIAL ENGINE OR LARGER $ $ H H L 333 5 33 341 PRECEDING PAGE BLANK- NOT FILMED

TABLE 22. TURBINE ENGINES .

N AOLSAOLSF AOLST AOLSN AOLSI IDENTIFY TYPES AND PRINCIPLES OF TURBINE ENGINES - 4. 4. HHHH 3 5 3 3 351 1 4 3 3 1

REMOVE AND INSTALL ENGINE - + 4. HHHL 4 3 3 3 5 5 3 34 4 3 1 INSPECT AND REPAIR

TURBOJET + + +-H H H H5433 3 3 3 3 3 4 3 3 CHECK AND SERVICE

ACCESSORIES + - +$H H H H 3 3 3 3 3 4 3 3 3 4 4 4 INSPECT AND REPAIR

ACCESSORIES * $ H H H H3 4 3 3 54 3 3 3 3 4 4 CHECK AND SERVICE TURBOJET HHHH333333333433

TROUBLE SHOOT S + $ HHHH4 4 4 3453 3 4 4 4 4

OPERATE ENGINE 4. $ H H H H 3 4 3 3 5 4 3 3 3 4 4 4 CHECK AND SERVICE TURBOFAN HHHH332333333443 OVERHAUL TURBOJET HHLH5443354344.33 CHECK AND SERVICE

TURBOPROP +5 H H H H 1 4 3 3 2535 3 4 4 4 INSPECT AND REPAIR

TURBOPROP +5H H H H 1 4 3 32 5 3 5 3 4 4 4

TURBOFAN S HHHH543 335333 4 4 3 OVERHAUL

TURBOFAN $ -- 5 1 4 3 3 5 4 3 4 3 3 3 ACCESSORIES H H L H554335434 4 4 3 TURBOPROP - HHH 5 45 55 3 4 4 4 impiementationi Action, and halts

TABLE 22

TURBINE ENGINES

OVERVIEW OF WORK PERFORMED

The basic turbine engine and its operation is quite simple when compared to the reciprocating engine. Because of this simplicity, the turbine engine generally requires less maintenance andoperates for greater periods of time between overhauls than does the reciprocating engine. The servicing of turbine enginescan be more critical than reciprocating engines because of their characteristic operationat higher temperatures, pressures, speeds andpower. The mechanic must know how to operate, troubleshoot, interpret discrepancyreports, service, and maintain these engines and their accessories. As more turbine engines are being introduced into aviation, the demandfor more mechanics trained in turbine engines correspondingly increases.

PRINCIPAL FINDINGS

N - Less than 2 percent of airline mechanics check and service, inspect and repair, and overhaul turboprop engines.

F - The frequency at which mechanics work with turbine engines is high. Comparison of the results of this study with those of the California study conducted one year earlier indicatesa heavy increase in the number of turbine engines now being used in general aviation.

T - General aviation indicated that the technical knowledge needed by mechanics is mostly at the application level, while the airlines indicated that the level was more at the analysis/synthesis level.

M -Many of the tasks are performed under pressure of time, and the mechanics are required to plan their job steps prior to performing them.

In-depth training is provided by all industrial categories in the troubleshooting of turbine engines in particular.

NATIONAL ADVISORY COMMITTEE RECOMMENDATIONS

All subtopics should be included in the aviation mechanicscore curriculum. The subtopic "Identify types and principles of turbine engines" should not include manipulative skill training. The committee recommended that the overhaul of turbine engines during instruction may utilise parts and materials that would be adequate for the training situation but would not necessarily require that the engine be assembled to a return to flightcondition. This does not mean that the quality of workmanship should be less thanreturn to flight standards.

97 TABLE 23e LUBRICATING SYSTEMS

N F T AGUEAt3LSAO USAOLSAQIS IDENTIFY TYPES OF LUBRICATION SYSTEMS HHHH 32 13 3312 33S IDENTIFY TYPES AND SPECIFICATIONS OF LUBRICANTS H H H H 22 13 2313 3333 CHECK AND SERVICE

COOLERS AND TEMPERATURE REGULATORS 4. 4. HHHH 23 33 3323 333

PUMPS AND VALVES + 4. H H H H 2333 3323 3333

SEALS AND OTHER COMPONENTS + ++HHHH 2333 3322 3333

TANKS AND LINES + ++HHHH 2333 3323 3333 INSPECT AND REPAIR

COOLERS AND TEMPERATURE REGULATORS + + H H H H 2333 3323 3343

PUMPS AND VALVES + ++ H H H H 2333 3333 3343 TANKS AND LINES + + HHHH 2333 3333 3333 SEALS AND OTHER COMPONENTS ++HHHH 2333 3533 3333 ADJUST PRESSURE ++HHHH 3433 2333 3433 INSPECT AND REPAIR

OIL DILUTION SYSTEM ++ H H H L 3333 3323 3333 CHECK AND SERVICE

OM DILUTION SYSTEM ++ H H H L 3333 3323 3433 implemsniato" Action, and Resulb

TABLE 23

LUBRICATING SYSTEMS

OVERVIEW OP WORK PERFUMED

Lubricating systems of both reciprocatingand turbine engines must be maintained and serviced by mechanics. Such systems include engine components, accessories, coolers(radiators), tanks, lines, etc. The proper maintenance of thelubricating system will assist in providing normal engine operatingtemperatures and pressures so that the operating life of thepowerplant is extended.

PRINCIPAL FINDINGS

N - Less than 5 percent of airline overhaulmechanics work on lubricating systems.

It will be noted that mechanicswork on the lubricatingsystems

at high frequency. .

T -The technical knowledge levelrequired by the airline linestations is generally at the comprehensionlevel. The technical knowledge level required by airlineoverhaul stations andgen- eral aviation is primarilyat the application level.

N - Airline overhaul stations indicatethat time is critical and that the mechanic must utilize jobplanning during his task of inspecting and repairing seals and othercomponents.

I - In most of the tasks performed, industrytraining is at the basic or general informationlevel.Large general aviation provides training in depth for theinspection and repair of coolers and temperature regulators,pumps and valves, while airline overhaul stations providein-depth training for adjust- ing pressure and checking andservicing oil dilution systems.

NATIONAL ADVISORY COMMITTEERECOMMENDATIONS

All subtopics should be includedin the aviation mechanicscore curriculum.

99 TABLE 24. IGNITION SYSTEMS

N F T 14 I AOLSAOLS A O L S AO L SAOLS IDENTIFY SPECIAL DANGERS OF HIGH ENERGY SYSTEMS + + ++H H H H 4333 3133 334.1 CHECK AND SERVICE

TURBINE IGNITION SYSTEMS.. ++HHHH 4333 3423 3331

LOW TENSION SYSTEMS 3 ++HHHH 3333 3523 3433 INSPECT AND REPAIR .

LOW TENSION SYSTEMS ++HHHH 3443 3333 3433

BOOSTER STARTING SYSTEMS $ ++HHHH 3333 3323 3431

TURBINE IGNITION SYSTEMS +$HHHH 4333 3333 3444

CLASSIFY TYPES OF MAGNETOS ++HHHH 3313 3113 4431 CHECK AND SERVICE

BOOSTER STARTING SYSTEMS ++HHHH 1233 2223 3333

BATTERY IGNITION SYSTEMS ++ H H L 3 33 3 23 4 33

HIGH TENSION SYSTEMS ++ H H H 1 33 3 23 2 33 INSPECT AND REPAIR

BATTERY IGNITION SYSTEMS + +H HL 3 33 3 33 4 33

HIGH TENSION SYSTEMS + +HHH 1 33 2 33 3 33 Implementotion, Action, and Results

TABLE 24

IGNITION SYSTEMS

OVERVIEW OF WORK PERFORM

Ignition systems consist of high energy producing devices, magnetos, booster coils, spark plugs, distributors, and harnesses. These components require maintenance in the form of repairs, servicing, removal, proper timing, and installation associated with reciprocating and/or turbine engines.

PRINCIPAL FINDINGS

N -With the exception of identifying special dangers of high energy systems, less than 2 percent of airline overhaul mechanics work on ignition systems.

F -With the exception of airline overhaul mechanics who do not check, service, inspect or repair battery ignition and high tension systems, mechanics in all categories work on ignition systems at high frequency.

T - Mechanics employed at airline line stations indicate that the technical knowledge for turbine ignition systems is at the analysis level.

I -Airline overhaul stations provide in-depth training to their mechanics in ignition systems, with the exception of battery and high tension ignition systems where no training is provided.

NATIONAL ADVISORY COMMITTEE RECOMMENDATIONS

All subtopics, except "Classify types of magnetos," "Check and service battery ignition systems," and "Inspect and repair battery ignition systems," should be included in the aviation mechanics core curriculum. The identified subtopics have been recommended for deletion on the basis of obsolescence and the basis that the time would be better spent in the teaching of turbine engine ignition systems.

101 TABLE 25. FUEL METERING

N F T M I AOLSAOLSAOLSAOLSA O L S INSPECT, MAINTAIN, AND TEST

GAS TURBINE FUEL CONTROL UNITS ++HHHH4333 3 433 3441 A4 ADI SYSTEMS S ++LHHH 3333 3 323 3341 CARBURETOR DE-ICING AND ANTI-ICING 3 ++ H H H H 3333 3 323 3333 CHECK AND SERVICE WATER INJECTION SYSTEM +$H H H H 4413 3 423 3433 DETERMINE CAUSES OF DETONATION, AUTO IGNITION, ETC. ++HHHH 3343 4 133 3431 INSPECT, MAINTAIN, AND TEST

FLOAT CARBURETORS ++ L H H 3 33 3 33 3 33

INJECTION CARBURETORS ++LHHH 3133 3 333 3443

INJECTION NOZZLES ++LHHH 3133 3 323 3443

TRIM TURBINE POWERPLANTS + $ H H H L 3343 5333 4443 Implementation, Action, and Results

TABLE 25

FUEL METERING

OVERVIEW OF WORK PERFORMED

Fuel metering systems for reciprocating and turbine engines basically consist of fuel tanks, pumps, fuel controls, pressurizing and drain valves, carburetors or master controls, water injection controls, de-icing and anti-icing systems, injection nozzles, and associated plumbing.

Mechanics inspect, service, and maintain these fuel metering and carburetion systems. Generally, fuel metering and control systems are quite complex, with the fuel metering and control components requiring special test equipment for proper calibration.Mechanics do not repair fuel control units in the field, but they must understand the operation of and be capable of troubleshooting the fuel metering system on a turbine or reciprocating engine.

PRINCIPAL FINDINGS

N - Less than 2 percent of airline overhaul mechanics workon fuel metering systems.

F -Except for airline line station mechanics, who infrequently work on carburetors, injection nozzles, and anti-detonant injection systems, mechanics in all categories work at a high rate of frequency in the areas of fuel metering.Mechanics employed by small aviation companies work at a low rate of frequency in the area of "trimming" turbine powerplants. (This will increase with the introduction of ;rester numbers of turbine engine aircraft in general aviation.)

T - The technical knowledge required by airline line stations for "Inspect, maintain, and test gas turbine fuel control units" and all airline mechanics when checking and servicing water injection systems is at the analysis level. The same knowledge level is required by large general aviation for "trim turbine powerplants" and determining causes of detonation, auto ignition, etc.

I - Training in depth is given by airline overhaul stations and large general aviation in the areas of gas turbine fuel control units, injection carburetors and nozzles, and the trimming of turbine powerplants.

NATIONAL ADVISORY COMMITTEE RECOMMENDATIONS

All subtopics should be included in the aviation mechanics core curriculum.

103 TA6LE 26. INDUCTION SYSTEM

N F T M I AOLSAOLSAOLSAOLSAOLS INSPECT AND MAINTAIN

CARBURETOR INTAKE AND INTAKE PIPES t ++HHHH333332233333 HEAT EXCHANGERS ++LHHH3 3 3 33 2 2 33 3 3 3 Implementation, Action, and Results

TABLE 26

INDUCTION SYSTEM

OVERVIEW OF WORK PERFORMED

The induction system generally refers to reciprocating engines and consists of air intake scoops, pipes, superchargers, and heat exchangers.

Mechanics perform inspection, installation, removal, and maintenance of the induction system.Maintenance includes checking the system for security and leakage to prevent fires and for improper operation of the engine.

PRINCIPAL FINDINGS

N - Less than 2 percent of airline overhaul mechanics work on induction systems.

F - Except for the inspection and maintenance of heat exchangers by airline line stations, the rate of frequency for mechanics performing induction system tasks is high in all categories.

T - The technical knowledge required for all categories is at the application level.

M -Airline line stations and small general aviation show a manipulative skill level where the mechanic has a reasonable time limit and requires job planning to perform the tasks on the induction system.

NATIONAL ADVISORY COMMITTEE RECOMMENDATIONS

All subtopics should be included in the aviation mechanics core curriculum.

105 TABLE 2T. PROPELLER (GENERAL)

N F T M I A O L SA O L SA O L SA O L SAOL S PERFORM SPECIALIZED PROPELLER INSPECTIONS ++HHL H33432 5333443 PERFORM PROPELLER. TRACK - ++HL L H343 3432 33333 USE UNIVERSAL PROTRACTOR - ++HHHH33334 33334 33 APPLY THEORY OF THRUST ++HHHH431342133343 USE PROPELLER SPECIFICATIONS ++L H H H313342133343 APPLY THEORY OF BALANCE ++LHHL333332333333 IDENTIFY SPECIAL PROPELLER LUBRICANTS ++HL HH14132 3133333 Implementation, Action, and Results

TABLE 27

PROPELLER (GENERAL)

OVERVIEW OF WORK PERFORMED

Propellers require inspection and maintenance, and these tasks are performed by the mechanic in accordance with manufacturer's and FAA specifications. Mechanics perform removal, installation, and tracking, and must understand operating instructions andprocedures. In many situations the mechanic must use special toolsto accomplish his job on a propeller assembly.

PRINCIPAL FINDINGS

N - Less than 2 percent of the airline mechanics perform general propeller work, with the exception of airline line mechanics working to inspect, track anduse a universal protractor.

F - An understanding of the theory of thrust and skill in theuse of a propeller protractor is frequently required of mechanics, regardless of industrial category.

M -Airline line mechanics accomplish most of the tasks identified in this table under critical time limitations.

I - Although industry training is primarily to the basicor general information level, airline overhaul stations and large general aviation companies provide in-depth training in selected subtopics.

NATIONAL ADVISORY COMMITTEE RECOMMENDATIONS

All subtopics should be included in the aviation mechanicscore curriculum.

4, TABLE 28. FIXED PITCH PROPELLERS (WOOD)

N F AOLSAOLSAOLST AOLSM AOLSI

REMOVE AND INSTALL ++ L 2- 3 3 3 3

REFINISH PROPELLER $ L L 1.3 3 3

BALANCE VERTICAL AND HORIZONTAL L L 3 3 3 3 3 3

TABLE 29. FIXED PITCH PROPELLERS (METAL)

N F T M AOLSAOLSAOLSAOLSAOLSI REPAIR PROPELLER (MINOR) ++ H H H 333 3 3 3 233 ...... h..... REMOVE AND INSTALL ++ H H 33 3 3, 33 REFINISH PROPELLER $ + H H 33 3 2 33

BALANCE VERTICAL AND HORIZONTAL $ + H L H 333 3 3 3 233 Implementation, Action, and Results

TABLE 28

FIXED PITCH PROPELLERS (WOOD)

TABLE 29

FIXED PITCH PROPELLERS (METAL)

OVERVIEW OF WURK PERFORMED

Mechanics remove, inspect, balance,refinish and install metal and wood fixed pitch propellers. Minor repairs to metal fixed pitch propellers are also performed bymechanics.

PRINCIPAL FINDINGS

N - Less than 2 percent of airline mechanics workon metal propellers and none workson wooden propellers.

F ,General aviation mechanics performwork on fixed pitch wood pellers at a low frequencyrate, while they work on fixed pitch metal propellers ata high rate of frequency. Airline overhaul mechanics frequently balance andaccomplish minor repairs to fixed pitch metal propellers.

T - The technical knowledge requiredof the mechanic accomplishing these tasks is primarilyat the application level.

I - Airline line mechanics receiveno training in the subtopics identified.

NATIONAL ADVISORY COMMITTEERECOMMENDATIONS

All subtopics should be includedin the aviation mechanicscore curriculum. TABLE 30. GROUND ADJUSTABLE PROPELLERS

N F T AOLSAOLSAOLSAOLSM AOLSI REMOVE AND INSTALL 4. + H L 33 33 33 DISASSEMBLE AND ASSEMBLE PER MANUFACTURER'S SPECIFICATIONS $ L L 33 33 3

REPAIR BLADES AND HUB (MINOR) $.+ H H 33 33 33

REPITCH PROPELLER $ 40. L L 33 33 33 BALANCE 33 33 33 Implomettetion, Action, and Results

TABLE 30

GROUND ADJUSTABLEPROPELLERS

OVERVIEW OF WORK PERFORMED

Currently there are no ground adjustablepropellers beingmanu- factured. The ground adjustable propeller is still inexistence in general aviation, but in decreasing numberssince 1931. The aviation mechanic may be expected to perform the associatedtasks of maintaining and servicingthis type of propeller.

PRINCIPAL FINDINGS

N - No airline mechanics perform workon ground adjustablepropellers. Only in small general aviation do more than 10percent of the mechanics work to perform the tasksidentified by all the subtopics.

This type of propeller is not found in theairline industry and the frequency at which general aviationmechanics workon this propeller is generallylow.

NATIONAL ADVISORYCOMMITTEE RE NDATIONS

Training in ground adjustablepropellers has been recommended for deletion from the aviation mechanicscore curriculum because of the continued decrease in the use of thistype of propeller.Equi- valent manipulative skillsand technical knowledgecan be gained by the student during histraining on othertypes of propellers. TABLE 31. TWO POSITION AND CONSTANT SPEED PROPELLERS AOLSN AOLSF AOLST AOLSM AOLSI

APPLY THEORY OF OPERATION ++ H L 1 3 3 3

REMOVE AND INSTALL ++ H H 3 3 3 3

CHECK OPERATION + 4. H H 3 3 3 3 3 3 DISASSEMBLE AND ASSEMBLE PER MANUFACTURER'S SPECIFICATIONS $ H L 3 3 7 3 3 3 BALANCE PROPELLER L LNM 3 3 3 3 OVERHAUL PROPELLER L L 3 3 3 3 4 3 ...... Implementation, Action, and Results

TABLE 31

TWO POSITION AND CONSTANT SPEED PROPELLERS

OVERVIEW OF PROPELLER OPERATION AND WORK PERFORMED

Two position propellers operate in either a low pitch position or a high pitch position. Generally, the low pitch position is used during take-off conditions and the high pitch position is used for cruise or maximum speed conditions. Constant speed propellers are manually controlled to maintain a particular desired engine speed.

Mechanics working on these types of propellers are required to perform talks in accordance with manufacturer's or FAA specifications for removal, installation, checking operation, disassembly, and assembly. Overhaul and balancing of these propellers is usually performed by specialized propeller shops or repair stations employing the required tools and equipment.

PRINCIPAL FINDINGS

N -Only general aviation mechanics indicated that they worked on two position and constant speed propellers.

F - General aviation mechanics frequently remove, install, and check operation, but the frequency rate for balancing and overhauling this type of propeller is low.

I - Large general aviation companies that overhaul this type of propeller indicate that they provide in-depth training for this task.

NATIONAL ADVISORYcomanssRECOMMENDATIONS

With the exception of propeller balancing and overhaul, all other subtopics should be included in the aviation mechanics core curriculum. These two subtopics were recommended for deletion because of the low frequency with which these jobs are being performed by mechanics. The committee observed that this work is being done by specialty shops.

113 (ABLE 32. CONSTANT SPEED FEATHERING PROPELLERS

N AOLSAOLSF AOLST AOLSM AOLSI

APPLY THEORY OF OPERATION 4, 4.HHHL33 33 313 3441 tt

REMOVE AND INSTALL ++ H H H H 13 33 23 33 3333

CHECK OPERATION 4 4 . H H H H 13 33 23 33 3433 DISASSEMBLE AND ASSEMBLE PER MANUFACTURER'S SPECIFICATIONS $ HHHH33 33 23 33 3433

BALANCE PROPELLER $ H'H H 3 33 3 33 433

OVERHAUL PROPELLER - $ HHHL 3 3 33 33 33 3443 "splint. citation, Action, and Results

TABLE 32

CONSTANT SPEED FEATHERING PROPELLERS

OVERVIEW OF PROPELLER OPERATION AND WORK PERFORMED

This type of propeller, in addition to maintaininga selected constant engine speed by varying its blade angle (pitch),has the capability of being fully feathered.Full feathering is used duringan engine shut-down on multi-engined aircraftto minimise drag of the shut-down engine and propeller.

Mechanics working on this type of propellermust be familiar with and able to comply with instructions andspecifications supplied by the manufacturer or the M. The tasksassociated with constant speed feathering propellers include removal,installation, checkingor operation, disassembly, and assembly. Balancing and overhaul of thistype propeller is accomplished in specializedshops.

PRINCIPAL FINDINGS

N - The number of airline mechanicsinvolved in maintaining constant speed feathering propellers is lessthan 2 percent.

F -Mechanics in all industrial categoriesreport that they work on this type of propellerat a high rate of frequency.

I - Industry training provided by airlineoverhaul stations is at the in-depth training level.

NATIONAL ADVISORY COMMITTEERECOMMENDATIONS

With the exception of balancing andoverhauling this type of propeller, all other subtopics shouldbe included in the aviation mechanics core curriculum. The committee recommended deletingthese subtopics because of the specializationof the tasks, and because specialised shops doing thistype of work generally provide industry training for their employees.

115 TABLE 33. REVERSIBLE PROPELLERS (RECIPROCATINGENGINES)

N F T II I A O L SA O L SA O L SA O L SAOL S APPLY THEORY OF OPERATION t$NH Ht.34132 31334 41

REMOVE ANDINSTALL +$L H HL2 323533334 4 3 DISASSEMBLE AND ASSEMBLE PER MANUFACTURER'SSPECIFICATIONS - -LMLL31335 33334 41 OVERHAUL' PROPELLER L H L L 4 44343434441 Implementation, Action, and Results

TABLE 33

REVERSIBLE PROPELLERS (RECIPROCATING ENGINES)

OVERVIEW OF PROPELLER OPERATION AND WORK PERFORMED

This type of propeller, in addition to being fully featherable, incorporates the added feature of being able to be positioned intoa reverse pitch condition. The reverse pitch position is used during the landing roll to aid in decreasing the forward speed of the aircraft. Reciprocating engines tend to overheat during propeller reverse pitch operation and are, therefore, timewise limited during this mode of operation.

Mechanics performing service or maintenanceon reversible pitch propellers must be able to remove, install, check operation, disassemble, and assemble them in accordance with manufacturer's and/or FAA specifications.While the balancing and overhaul of these propellers are done in airline propeller shopsor certificated propeller repair stations, mechanics are required to diagnose propeller malfunctions and make proper repairs.

PRINCIPAL FINDINGS

N - Less than 2 percent of the mechanics employed by the airline overhaul stations perform these tasks. Fewer than 10 percent of the mechanics employed by small general aviation companies work on reversible propellers.

F - The very limited number of airline overhaul mechanics who do this work report that they work at a high rate of frequency, while the airline line mechanic works at a low rate of frequency.

M -Mechanics employed at airline line stations indicate that time is critical and job planning is required when they are removing, installing, disassembling, or assembling these propellers.

I - In-depth industry training is provided to those mechanics employed at airline overhaul stations and by large general aviation companies.

NATIONAL ADVISORY COMMITTEE RECOMMENDATIONS

All subtopics, except "Overhaul propeller," should be included in the aviation mechanics core curriculum. The committee recommended deleting this subtopic due to specialization of the task and the training provided by industry.

117 TABLE 34. REVERSIBLE PROPELLERS (TURBOIE ENGINES)

N AOLSAOLSF AOLST AOLSM AOLSI

APPLY THEORY OF OPERATION $ $ H H H L 3,3 3 3 2 2 3 3 3 4 4 1

REMOVE AND INSTALL $-HHHL 1 4 3 3 2 3 3 3 3 4 4 3 DISASSEMBLE AND ASSEMBLE PER MANUFACTURER'S SPECIFICATIONS -- H H H H3 3 4 3 2 3 3 3 3 4 4 3 OVERHAUL PROPELLER -'LHLL514343434441 CHECK AND SERVICE TURBOPROP ENGINE BRAKE - LHLL23 1 3 4 3 3 3 3 4 4 4 Implementation, Action, and Results

TABLE 34

REVERSIBLE PROPELLERS (TURBINEENGINES)

OVERVIEW OF PROPELLER OPERATIONAND WORK PERFORMED

This type of propellermay also be fully feathered andcan be placed in a reverse pitchposition to assist in deceleratingthe aircraft. The turbine engine doesnot rely upon propeller air blastfor cooling; therefore,reverse pitch can be utilized forgreater periods of time andmay even be used to back the aircraftaway from a terminal or dock. These propellersare generally coupled to the engine bya clutch mechanism and incorporatea brake so that the propellermay be both uncoupled from theengine during an engine shut-downand braked to a stop to prevent wind-milling,or free rotation.

Mechanics performing serviceor maintenance on this type ofpro- peller must be ableto remove, install, check operation,disassemble, and assemble them in accordancewith manufacturer's and/or FAAspeci- fications. Balancing and overhauling ofthis propeller assembly is accomplished in airlinepropeller shops or certificatedpropeller repair stations; however, themechanic is required to diagnosepro- peller problems.

PRINCIPAL FINDINGS

N - Less than 10 percent of themechanics in any industrycategory perform these tasks. Less than 2 percent of the airlineoverhaul mechanics workon this type of propeller.

F - Relatively few mechanics inany category indicate that they work at a high rate of frequency, withthe exception of small general aviation, whose mechanics generallyperform these tasks ata low rate of frequency.

In-depth industry training isprovided to the airline overhaul mechanics and mechanics employedby the large general aviation companies.

NATIONAL ADVISORY COMMITTEERECOMMENDATIONS

Except for the subtopics titled"Overhaul propeller" and "Check and service turboprop enginebrake," all subtopics shouldbe included in the aviation mechanicscore curriculum. The identified subtopics were recommended for deletionon the basis of task specialization and training provided by industry.

119 TABLE 35. GOVERNORS

N F T M I AOLSAOLSAOL 5AOLSAOLS LINE INSPECTION AND ADJUSTMENTS $ ++HHHH343334333433 APPLY THEORY OF OPERATION - ++HHHH343333333443 SERVICE SYNCHRONIZATION SYSTEM - ++HHHH343333334433 DISASSEMBLE AND ASSEMBLE PER MANUFACTURER'S SPECIFICATIONS H H L 3 3 3 2 3 3 3 3 3 CHECK AND SERVICE BLEED VALVE GOVERNOR $ $$HHHH143333333441 BENCH TEST -S H H H 3 4 3 3 3 3 3 3 3 OVERHAUL GOVERNOR -S H H L 3 3 3 2 3 3 3 4 3 Implomontation, AIion,and Results

TABLE 35

GOVERNORS

OVERVIEW OF GOVERNORS AND WORK PERFORMED

Basically, governors are speed-sensing devicesused in aircraft turbine and reciprocating engines. In turbine engines, governorspre- vent "over-speeding" of an engine during accelerationand "under- speeding" of the engine during deceleration;also a governor is used in some engines to bleed air from the compressor ata particular engine speed during acceleration in orderto skirt a compressor "stall" zone. In reciprocating engines,governors are used to maintain a constant engine speed by increasingor decreasing the pitch of the propeller.

On reciprocating engines, mechanics make limited fieldadjustments on governors; however, on turbine engines the governorsare pre-set by bench testing andare usually not field adjustable.Overhaul or repair shops have the proper test equipmentto perform this specialized service. Mechanics perform checks and troubleshootgovernor operation, remove, install, and properly rig governors wherenecessary.

PRINCIPAL FINDINGS

N - Less than 10 percent of the airline mechanics performthe tasks associated with governors.

F - Mechanics in all industrial categories generally workwith governors at a high frequency; however, airline line station mechanics do not disassemble, assemble, benchtest, or overhaul governors.

T - The technical knowledge required by airline overhaulstations is primarily at the analysis level, and large generalaviation companies have the same requirement for mechanics who benchtest governors.

M - The manipulative skill, generally needed by mechanicsperforming these tasks allows reasonable time, but job planningis required.

I - Airline overhaul stations and large generalaviation companies provide training in depth inmany of the subtopics.

NATIONAL ADVISORY COMMITTEE RECOMMENDATIONS

The committee recommended deletin4 the subtopic identifiedas "Overhaul governor."All other subtopics should be included in the aviation mechanics core curriculum. The recommendation for deletion of the subtopic was based on thevery limited number of mechanics who perform this task and the highly specialized equipmentrequired to accomplish this trainirs.

121 TABLE 36. DRAFTING

N F T M AOLSAOLSAOLSAOLSAOLSI USE AND INTERPRET STANDARD BLUEPRINT INFORMATION ++++HHHH2333.23133411 A"...... 7"."."' CARE OF BLUEPRINTS ++++HHHH331323133311 INTERPRET AND APPLY DATA IN TITLE BLOCK, BILL OF MATERIALS, ETC. + ++HHHL242323133113 ...... , DRAW SHOP SKETCHES $-4.4.HHHH233323333331 USE APPROPRIATE SYMBOLS I.E., HYDRAULIC, ELECTRICAL, ETC. 4.4. HHHH313342321332 USE AND CARE OF ESSENTIAL DRAFTING INSTRUMENTS AND EQUIPMENT 1+LHHL233343231133 DRAW PROJECTIONS + HHHL333333331331 USE OF SPECIFICATIONS AND DRAFTING ROOM MANUALS $+HHHL 3 3 3 3 3 2 3 3 2 4 3 1 DRAW INTERSECTIONS AND DEVELOPMENTS , $+HHHL333333331333 DRAW LINES, DIMENSIONS, SECTIONS. SCALES, ETC. $+HHHL333332231333 DRAW TECHNICAL WORKINGDRAWINGS $+HHHL333353334131 of* Imphtmentetion, Action, and Results

TABLE 36

DRAFTING

OVERVIEW OF WORK PERFORMED

Mechanics frequently work with blueprints anddrawings when making installations and modificationto the structure and systems of the airplane. They must be able to read and interpretdata from schematics when analysingsystem malfunctions and incorporate changes in drawings in accordance with standarddrafting procedures. In addition, they often sketch smallparts and develop shop drawings for replacement parts and repairs.

PRINCIPAL FINDINGS

N - There is evidence that mechanics in allindustrial categories must be able to interpret standard blueprintinformation, be capable of caring for the blueprints,and have some skill in drawing shop sketches. Less than 2 percent of the airline mechanics actually draw projectionsor do similar formal drafting work.

F - Mechanics employed by small generalaviation companies indicate that they infreqUentlyuse drafting equipment, draw projections, or prepare working drawings.

I -The relatively few airline mechanics whoprepare drawings receive in-depth industry training.

NATIONAL ADVISORY COMMITTEE RECOMMENDATIONS

Based upon the findings, the committeerecommended deleting the following subtopics:

1) Use of specification and draftingroom manuals 2) Draw intersections and developments 3) Draw lines, dimensions, sections, scales,etc. 4) Draw technical working drawings

All other subtopicsshould be included in the aviation mechanics core curriculum. TABLE 37. WEIGHT AND BALANCE ..-----...... , AOLSN AOLSF AOLST AOLSM AOLSI USE SPECIFICATIONS, DATA SHEETS, AND AIRCRAFT LISTING ++LLHH 1433 4433 3233

PREPARE AND WEIGH AIRCRAFT + + LLHL 1433 4433 3233

MEASURE MOMENT ARM ++HLHH 3433 3433 1233

COMPUTE WEIGHT AND BALANCE ++H L H H 3433 3431 3233 CORRECT FOR ADVERSE CONDITIONS OR EFFECTS OF IMPROPER LOADING ++HLHL 4433 5433 4233

RECORD WEIGHT AND BALANCE DATA + + LLHH 1433 4433 3233

USE TERMINOLOGY AND SYMBOLS ++LLHH 1433 4433 2231 USE LOADING GRAPHS, CENTER OF GRAVITY ENVELOPES AND LOADING SCHEDULES ++H H H H 4433 3433 4433

USE OF FAA 337 FORM AND CAM 18 + + LHHH ?433 3433 2133 Implementation, Action, and Results

TABLE 37

WEIGHT AND BALANCE

OVERVIEW OF WORK PERFORMED

Flight characteristics are significantly dependentupon an aircraft's weight and balance. The weight and balance ofan aircraft is affected by the location and weight of installedequipment. Changes in weight and location of equipment affect (aircraft)balance.When the mechanic actually installs equipmentor changes its location, he must know how to compute weight and balance and maintainthe center of gravity within the manufacturer's specifications. Airplanes are weighed, and the center of gravitymay be computed many times during the life of an airplane.

PRINCIPAL FINDINGS

N - Less than 2 percentof the mechanics employed by the airlines and more than 10 percent of the mechanics employed in pneral aviation perform weight and balance calculations.

F - General aviation mechanics perform weight andbalance computation at a generally high level of frequency.

T - Technical knowledge requiredranges from the knowledge level for airline line mechanics through the analysis levelfor airline overhaul mechanics.

I - The airlines offer in-depth training in the subtopics titled "Correct for adverse conditionsor effects of improper loading" and "Use loading graphs, center of gravity envelopes, andloading schedules."

NATIONAL ADVISORY COMMITTEE RECOrMENDATIONS

The committee recommended deleting the following subtopics:

1) Use loading graphs, center of gravity envelopes and loading schedules. Deletion recommended on the basis of taskspe- cialization and industry training offered.

2) Use of FAA 337 form and CAM 18. Deletion recommended on the basis of non-applicability.

All other subtopics identified by this table should be included in the aviation mechanics core curriculum.

125 TABLE 38, AIRCRAFT MATERIAL AND PROCESSES AOLSN AOLSF AOLST AOLSM AOLSI IDENTIFY STANDARD HARDWARE AND MATERIALS + + ++ H H H H 3323 2313 3333 USE THE TECHNICAL TERMINOLOGY COMMON TO MATERIALS UTILIZED IN AIRFRAMES ANO PROPULSION UNITS + + + HHHH 3323 131 3 3441 DEVELOP AN UNDERSTANDING OF STRUCTURE AND COMPOSITION OF METALS AND THEIR ALLOYS SUCH AS SAE STEELS, CORROSION RESISTANT STEEL, COPPER, NICKEL, ALUMINUM, MAGNESIUM, TITANIUM,. SPECIAL HIGH TEMPERATURE METALS, ETC. + + + HHHH 3333 3313 3431 IDENTIFY TYPES OF CORROSION AND PREVENTIVE MEASURES $ + + + HHHH 3333 3333 3433

IDENTIFY PIPING COLOR CODING $ + + + HHHH 1333 1312 2323 PERFORMBASIC HEAT TREATING AND ANNEALING PROCESSES +S HHHH2333 2333 3341 IDENTIFY PHYSICAL PROPERTIES' OF MATERIALS $ + + HHHH 3333 3313 3331 IDENTIFY MECHANICAL PROPERTIES OF MATERIALS $ + + HHHH 3333 3313 3331 --- APPLY, PRINCIPLES OF ADHESIVE BONDING $ - ++HHHH 3333 3333 3333 UTILIZE BASIC ECONOMIC AND ENGINEERING CRITERIA IN SELECTION OF MATERIALS ++HHHH 2233 2233 2431 IDENTIFY WINDSHIELD AND WINDOW MATERIALS ++HHHH 1333 2333 3333 USE HIGH ENERGY FORMING . PROCESSES H H 3 33 3 33 3 43 Implementation/Action, and Results

TABLE 38

AIRCRAFT MATERIAL AND PROCESSES

OVERVIEW OF WORK PERFORMED

A mechanic's ability to properly inspect, repair, and maintainan airplane often depends upon his understanding of the basicprocesses and 'materials employed in its construction.Knowledge of the various materials, technical terminology, and the ability to identify standard hardware is essential to the aviation mechanic.

PRINCIPAL FINDINGS

F - Mechanics in all industrial categories indicateda high frequency for these tasks.

I - Airline overhaul mechanics receive in-depth training in theuse of technical terminology, structure and composition of metals, and the identification and prevention of corrosion.Mechanics employed by large general aviation companies indicate that they are trained in the use of technical terminology, basic heat- treating and annealing processes, and the use of high energy forming processes.

NATIONAL ADVISORY COMMITTEE RECOMMENDATIONS

The committee recommended that all subtopics be included in the aviation mechanics core curriculum. The committee observed that many of these tasks and understandings are basic and thereforenecessary to the mechanic's overall knowledge of the airplane and its systems.

127 TABLE 39. INSPECTION FUNDAMENTALS

N F T M AOLSAOLSAOLSAOLSAOLSI INSPECT FOR GENERALSOURCE OF WEAR AND DETERIORATION + + ++HHHH 3 3 3 3 3 3 1 3 3 3 3 3 COMPLETE TYPICAL REPORTFORMS AND STATUS TAGS + + ++HHHH 1 3 3 3 1 3 1 2 2 3 3 1 USE PRECISION MEASURINGDEVICES-- MICROMETERS, HEIGHT GAGES. ETC. + $ + + HHHH 3 3 3 33 1 2 3 2 3 2 3 USE MANUFACTURER'SINSPECTION DATA $ ++ H H H H3 1 2 3 3 2 1 3 2 4 2 1 USE NON-DESTRUCTIVETESTING PENETRANTS - - ++ H H H H 3 3 3 3 3 3 3 33 3 3 3 USE FUNDAMENTALS OFSTATISTICAL INSPECTION - ++H H H H 3 3 3 3 3213 3 3 3 1 USE NON-DESTRUCTIVETESTING MAGNETIC PARTICLE - ++HHHH 3 3 3 3 3 2 3 33 3 3 3 CHEMICAL ETCHING $ + HHHL 4 3 3 33 2 3 3 3 3 3 3 HARDNESS $ $ HHHL 3 3 3 3 3 2 2 3 3 4 2 3 USE DESTRUCTIVE TESTING

TENSION . - H H 3 3 3 3 3 3 BENDING -- H H 3 3 3 3 3 3 IMPACT - H H 3 3 2 3 3 3 USE NON-DESTRUCTIVETESTING ULTRA SONIC - HHHH 3 3 2 3 3 3 3 3 3 4 2 3 RADIOGRAPHY IX RAY) HHHH343334333321 Implementation, Action, and Results

TABLE 39

INSPECTION FUNDAMENTALS

OVERVIEW OF WORK PERFORMED

Wchanics inspect both materials andcomponents to determine condition, wear, material strength, andfatigue.Many inspection techniques and devices are used, suchas micrometers, gauges, and Xray. Non-destructive methodsare used in the inspection and maintenance of airplanes and their components, whiledestructive testing is most generally used during the manufacturingprocess.

PRINCIPAL FINDINGS

N - Less than 5 percent of the mechanicsuse destructive testing as a means of inspection and none perform this taskin the airline industry.

F -Most of the subtopic tasksare performed at a high rate of frequency by mechanics in all categories.

I -Airline overhaul mechanics indicatethat they receive in-depth training in the Use of manufacturer'sinspection data, hardness testing, and the techniques ofultrasonic inspection.

NATIONAL ADVISORY COMMITTEERECOMMENDATIONS

The committee recommended deletingthe subtopic, "Use destructive testing: tension, bending, and impact." They further recommended that the use of eddy currentnon-destructive testing be included in the aviation mechanicscore curriculum. This subtopic has been added to the core curriculum and is listedon page 191.

129 TABLE 40. AIRCRAFT AND ENGINE INSPECTION

N F AOLSAOLSAOLST AOLSM AOLSI PERFORM AND RECORD INSPECTIONS PER MANUFACTURER'S FAA OR PROGRESSIVE REQUIREMENTS + -++HHHH 3333 32 33 3433

INSPECT AIRCRAFT (WALK AROUND) +-+ HHHH 3233 34 13 3333

USE INSPECTION GUIDES + -++HHHH 3233 31 13 3213

INSPECT AIRCRAFT (ANNUAL) + ++HHHH 3333 34 i 3 3333 USE MANUFACTURER'S SERVICE BULLETINS $ $+ + H H H H 3333 31 13 3233 INSPECT AIRCRAFT (OVERHAUL CHECKS) ++HHHH 3433 3513 3433 USE GENERAL AVIATION INSPECTION AIDS SUMMARY ++ H H H 3 33 3 13 4 13 CHECK STORAGE STATUS OF NON-ACTIVE AIRCRAFT ++HHHH 3133 31 33 4233 Implementation, Action, and Roanlb

TABLE 40

AIRCRAFT AND ENGINE INSPECTION

OVERVIEW OF WORK PERFORMED

Aircraft and engine inspectionsmay range from pre-flight checks to the detailed inspection followinga major overhaul. Mechanics must know how to determine the condition of the aircraftand powerplant, how to use inspection guides, and howto properly record the inspection on the required forms.

PRINCIPAL FINDINGS

N - More than 10 percent of the mechanics in general aviationperform aircraft and engine inspections.

F All mechanics perform inspectionsat a high frequency.

T - The technical knowledge required by airline overhaulmechanics is at the analysis level when they are accomplishing aircraftover- haul checks.

X -Airline overhaul mechanics indicate that timeis critical and that they must do job planningas they perform "walk around" and annual inspections and inspect the aircraftduring overhaul checks.

I - The airlines provide training in-depth for severalof the subtopics, while general aviation training is primarilybasic or informational.

NATIONAL ADVISORY COMMITTEE RECOMMENDATIONS

The committee recommended that "Checking thestorage status of nonactive aircraft" be deleted from the curriculum. All other subtopics should be included in the aviation mechanicscore curriculum. TABLE 41. GROUND SUPPORT EQUIPMENT

N F T AOLSAOLS,AOLSAOLSM AOLS.1

USE HYDRAULIC EQUIPMENT + - + + H H H H 2323 3 5 23 3423

FUSE PNEUMATIC EQUIPMENT + - + + HHHH 2323'3523 3323

USE ELECTRICAL EQUIPMENT + -++HHHH 2333 3523 3423 USE FUELS, LUBRICANTS AND FLUIDS + - + + H H H H 2323 3523 3423

USE GROUND FIRE PROTECTION + - + + HHHH 2333 3423 3423 USE LINE STARTING EQUIPMENT + - * + HHHH 2323 3323 3421

.DRIVE FUEL TRUCKS $ ++HHHH 2433 3432 3433

USE GROUND AIR CONDITIONER + $ H H H 2 33 3 23 2 33 Implementation, Action, and Results

TABLE41

GROUND SUPPORT EQUIPMENT

OVERVIEW OF WORK PERFORMED

Mechanics operate and supervisethe use of groundpower units, air conditioners, and fuelingand fire protectioneqUipment. They must also know how to serviceand maintain suchequipment.

PRINCIPAL FINDINGS

N - Less than 5 percent of theairline overhaul mechanicsaccomplish the tasks identifiedin this table.

Mechanics in all industrial categorie's indicated that theyper.- formed these tasks frequently.

H - The very few airlineoverhaul mechanics whouse ground support equipment must do job planningand accomplish the workunder critical time limitations.

I - Airline overhaul stationsprovide training in depthas a specialty, rather than. general knowledge approachin the other industrial categories.

NATIONAL ADVISORY COMMITTEERECOMMENDATIONS

The committee recommendedthat the ability and theassociated knowledge required to drivefuel trucks and operate groundair conditioners are notto be included in the aviationmechanics core curriculum; therefore; thesubtopics "Drive fuel trucks"and "Use ground air conditioner" have beendeleted from thecore curriculum. All other subtopicsare included.

133 TABLE 42. GROUND HANDLING

N F T M I AOLSAOLSAOLSAOLSAOLS.1.= USE STANDARD LINE AND TAXI SIGNALS + - + + H H H H 2 3 2 3 2451 344 1 USE TOW BARS AND TOWING EQUIPMENT +,- ++H H H H 2333 3123 3431

JACK AIRCRAFT - + + HHHH3333 3133 3433 SPOT AND MOOR AIRCRAFT $ - + + HHHH4 3 3 3 3133 3431 FUEL AIRCRAFT $ - + +.HHHH 2 3 3 3 2532 4431

PERFORM PRE-FLIGHT SERVICING $ - + + HHHH 3 3 3 3 3522 3423

PERFORM POST-FLIGHT SERVICING . + +HHHH 3 3 3 3 3522 3423 TAXI AIRCRAFT . - + + H H H H 3333 3133 4431

HOIST AIRCRAFT ++HHHH 5433 3433 Implementation, Actioi, andResulb

TABLE 42

GROUND HANDLING

OVERVIEW OF WORK PERFORMED

Mechanics taxi, tow, andposition airplaneson the ground. They also direct aircrafton the ground through theuse of hand signals. Mechanics must know howto jack and hoist the aircraft,as well as secure it for adverse weather conditions.

PRINCIPAL FINDINGS

N - Less than 5 percent of airlineoverhaul mechanics performthe tasks identified in Liltstable.

I F - Mechanics in all of the industrialcategories indicated that they perform ground handling jobsfrequently.

T - Airline mechanics indicatethat their knowledge ofmethods of hoisting an airplane isat the analysis level.

M Airline mechanics hoist aircraftunder time critical conditions.

I - The limited number of airlineoverhaul mechanics who do thiswork are trained in depth in all of thesubtopics. Mechanics at airline line stationsreceive in-depth training in fuelingand taxi- ing aircraft.

NATIONAL ADVISORY COMMITTEERECOMMENDATIONS

The committee recommendeddeleting the subtopic titled "Hoist aircraft" because this isa specialized task occurring infrequently and utilizing specialequipment. All other subtopics should beincluded in the aviationmechanics core curriculum.

135 TABLE 43. CLEANING AND CORROSION CONTROL

N F T M I AOLSAOLSAOLSAO.LSAOLS IDENTIFY APPLICATIONS AND LIMITATIONS OF

CHEMICAL SOLVENTS AND PAINT REMOVERS + e + H H H H 43 33 33 2 3 133 33

USE CLEANING EQUIPMENT AND PROCEDURES FOR

VAPOR DEGREASING 4. + HHHH 23 33 33 aa 33 .3 3 INSPECT FOR EVIDENCE OF CORROSION IN CRITICAL AREAS S ++HHHH 33 33 33 2 3 33 3 3 IDENTIFY APPLICATIONS AND LIMITATIONS OF

SOAPS AND DETERGENTS $ ++HHHH 41 23 32 2 2 33 3 3 WINDOW AND WINDSHIELD CLEANING AGENTS S ++HHHH 13 2323 2 3 33 3 3

L INSPECT AND DETERMINE ADEQUACY VV OF CLEANING PERFORMED ON AIRPLANES S ++ H H H H 33 33 33 2 2 33 3 1

APPLY PRINCIPLES OF AIRPLANE CLEANING AND CORROSION CONTROL ++HHHH 41 33 32 2 3 33 1 3 USE INTERIOR tLEANING EQUIPMENT AND PROCEDURES ++HHHH 31 23 52 2 3 33 1 3

USE CARBON REMOVERS ++HHHH 31 33 32 2 3 23 3 3 USE SAND, SHELL, GRIT, AND VAPOR BLASTING 4. + HHHH 33 33 31 2 3 3313 USE CLEANING EQUIPMENT AND PROCEDURES FOR ,

ELECTRICAL COMPONENT CLEANING $ H H H H 34.33 34 3 3 32 3 3

ULTRASONIC DEGREASING HHHH 33 33 31 3 3 33 2 1 Implementation, Action, and Results

TABLE 43

CLEANING AND CORROSIONCONTROL

OVERVIEW OF WORK PERFORMED

Mechanics clean theairplane, both inside andout, to prevent and control corrosion. The improperuse of a solvent or cleaningagent can do more damage than the materialthat was removed. Improper neutralization of spilled battery acid and otherchemicals cancause severe structural damage. A thorough cleaning isnecessary in order to properly inspectan aircraft.

PRINCIPAL FINDINGS

F -Mechanics in all industrial categories perform cleaningand corrosion control frequently.

T - Airline line mechanics require analysis levels oftechnical knowledge for subtopics pertaining to cleaning andcorrosion control.

- Airline line mechanicswork under criticaltime conditions when cleaning the interiors ofairplanes.

NATIONAL ADVISORYCOMMITTEE RECOMMENDATIONS

The committee recommendedthat the subtopic "Identifythe applications and limitations ofchemical solvents andpaint removers" include information relativeto the flammability. and explosive characteristics of these materials;therefore, this subtopic hasbeen expanded to include flammabilityand explosive characteristicsof these materials. All subtopics should beincluded in the aviation mechanics core curriculum.

137 TABLE 44. MATHEMATICS

A' F T AOLSADLSAOLSAOLSA/S AOLSI ADD SUBTRACT, MULTIPLY AND DIVIDE + + ++ H H H H 3 3 3 3 111 1 3 111 READ AND INTERPRET .GRAPHS AND CHARTS. +-- +'+ H H H H 3 3 3 3 1 11 1 1 341 CALCULATERATIOS* PROPORTIONS AND PERCENTAGES ++HHHH 3 3 3 3 111 1 1 111

. PERFORM ALGEBRAIC OPERATIONS . INVOLVING SUBTRACTION, ADDITION, MULTIPLICATION AND DIVISION OF F3SITIVE AND NEGATIVE NUMBERS S ++HHHH3 3 3 3 111 1 1 311 ,PERFORM LAYOUTS UTILIZING FUNDAMENTALS OF GEOMETRIC CONSTRUCTION ++HHHH 3 3 3 3 111 1 i211 EXTRACT ROOTS AND RAISE NUMBERS TO GIVEN POWERS $ + HHHH3 4 r3 111 1 1 11 1. PERFORM DESCRIPTIVE GEOMETRY AS APPLIED TO TEMPLATE DEVELOPMENT AND LAYOUT - - $ + H H H L 3'3 3 3 111r1 1 111 CALCULATE AREAS AND VOLUMES'OF VARIOUS GEOMETRIC SHAPES $ + H H H H 3 3 3 3 111 1 1 111 PERFORM CALCULATIONS COMMON TO . RIGHT TRIANGLES AND USE OF TRIGONOMETRIC TABLES $ + HHHH 3 1 3 3 111 1 1 111 PERFORM CALCULATIONS INVOLVING USE OF SLIDE RULE -+HHHH 3 2 3 3 111 1 1 111 Implemmitation, Action, and Results

TABLE 44

MATHEMATICS

OVERVIEW OF WORK PERFORMED

Mathematics is a basic requirement for theaviation mechanic, even though requirements will vary with the type of work beingper formed. The skills may range from basicarithmetic through the algebra required for weight and balancecomputation to the geometry and trigonometry required for templatedevelopment and layout. Electrical and electronic circuit analysismay require the use of advanced mathematics.Many formulas are available to the mechanics who require solutions of problemsin mathematics.

PRINCIPAL FINDINGS

F - Aviation mechanics in all industrialcategoriesindicate that the use of mathematics is ata high frequency.

Agcuracy of computation is emphasized.

I - Generally, no industry training is provided.

NATIONAL ADVISORY COMMITTEE RECOMMENDATIONS

Performing calculationscommon to a right triangle and the use of trigonometric tables and performingcalculations involving the use of a slide rule are recommended for deletion from theaviation mechanics curriculum. The committee also recommended thatthe schools test to determine where remedial trainingis required. All other subtopics should be included in thecore curriculum.

139 f- war.416, 6,1WIAo 4.4,,..,W464648411,644,u,iime,,,

TABLE 45. ENGLISH

N F AOLSAOLSAOLST AOLSA/S AOLSI READ, WRITE AND SPEAK THE ENGLISH LANGUAGE + + + + HHHH 3 2 3 32 1 2 1 1 1 1 1 WRITE CLEAR, CONCISE, GRAMMATICALLY CORRECT TECHNICAL REPORTS NORMALLY EXPECTED OF CERTIFICATED MECHANICS ++ ++HHHH332 321211111 USE DICTIONARY AND STANDARD REFERENCE BOOKS + + ++HHHH3 3 2 3 1 1 2 1 1 I 1 1

READ PERTINENT TECHNICAL DATA ,. , WITH COMPREHENSION + +++HHHH 3 3 2 3 1 1 2 1 1 1 1 1 Implementation, Action, and Results

TABLE 4.5

ENGLISH

OVERVIEW OF WORK PERFORMED

The ability to speak, read, write, and understand the English language is required of the aviation mechanic. He must communicate with others, and write descriptions of technical work performed when he makes the required entries in the aircraft maintenance records. Reading comprehension is necessary if the mechanic is to understand maintenance manuals and other publications related to servicing, inspection, and repair of the aircraft.

PRINCIPAL FINDINGS

N,F- More than 10 percent of the mechanics in all industrial categories utilize the subtopics at a high rate of frequency during performance of their jobs.

A/S- Mechanics employed by large general aviation companies indicated that both speed and accuracy are required.

I - Noindustry training is provided.

NATIONAL ADVISORY COMMITTEE RECOMMENDATIONS

All subtopics should be included in the aviation mechanics core curriculum. The committee strongly recommended that increased emphasis be placed on the teaching of English and the schools should initiate remedial training as required. The committee repeatedly stressed that the aviation mechanic who is to succeed in the aviation industry must be able to use the English language correctly and that schools should assist in every way to reinforce his ability to use the language.

141 TABLE 46. PHYSICS

N F T A/S I .....----_----. A O L S A O L SA O L S A O L S A O L S . PERFORM CALCULATIONS INVOLVING AECHANICS SUCHAS LEVERS, PULLEYS, INCLINED PLANES, LINEAR MOTION. ETC. + +++HHHH'3133 111 1 1 1/1 .SOLVE GAS AND FLUIDPROBLEMS SUCH AS PRLSSURE, VOLUME, PASCAL'S LAW, BERNOULLI'S . PRINCIPLE...ETC. , - .+.- + MHHH 3 333 112 1 1.341 PERFORM TEMPERATURE CONVERSIONS, PROBLEMS INVOLVING RELATIONSHIPS OF GASES AND PRESSURES AND MECHANICAL EQUIVALENTS OF HEAT - ++ H H H L 3 333 112 1 1341 ---ter-- PERFORM NECESSARY CALCULATIONS TO UNDERSTAND EFFECT OF SPEED OF SOUND, FREQUENCY, PRESSURE. LOUDNESS, REFLECTION OF SOUND WAVES, ETC. $ $ L H H H 3 333 112111141 Implementation, Action, and Results

TABLE 46

PHYSICS

OVERVIEW OF WORK PERFORMED

An understanding of the laws ofphysics helps the mechanic to better understand the aircraftsystems with which he must work,,With such principles to guide him,he has a better foundation to analyze, troubleshoot, service, and maintainthe various aircraft andpowerplant systems.

PRINCIPAL FINDINGS

F Generally, aviation mechanics applythe principles of physics at a high rate of frequency.

I Mechanics employed by large generalaviation companies indicate that they receive in-depth trainingin a majority of the subtopics. Otherwise very little industry trainingis generally offered.

NATIONAL ADVISORY COMMITTEERECOMMENDATIONS

All subtopics should be includedin the aviation mechanicscore curriculum.

143 TABLE 47. CHEMISTRY

M F T A/S I AOLSAOL SAOLSAOLSAOLS APPLY CHEMICAL PRINCIPLES TO

ELECTROLYSIS AND ITS EFFECT - + +HHHH 3 3 3 3 1 1 1 2 1 3 1 1 BASIC CHEMISTRY OF FUELS, LUBRICANTS AND HYDRAULIC FLUIDS, $ + . H H H H 3 3 3 3 1 1 1 1 3 3 3 1 THE BASIC CHEMISTRY OF PAINTS, LACQUERS AND THINNERS- - ++HHHH 3 3 3 3 1 1 1 1 1 3 3 1 THE CHEMICAL REACTIONS WITHIN BATTERIES ++HHHH333311111231 THE CHEMISTRY OF ADHESIVES AND SEALING MATERIALS -- $ HHHH23 3 3 1 1 1 1 2 3 3 1 COMMON ELEMENTS AND ELEMENTARY COMPOUNDS SUCH AS SALTS, BASES, AND ACIDS HHHH333311111111 THE CHEMISTRY OF PLASTICS BOTH CLEAR AND REINFORCED $ $ HHHH 3 3 3 3 11 1'1 1 3 3 1 THE COMPOSITION OF MATTER-- MOLECULES, ATOMS AND ELECTRONS H L H 3 1 3 1 1 1 1 1 1 THE CHEMISTRY OF NATURAL AND SYNTHETIC FABRICS H L 3 3 1 1 3 1 USE CHEMICAL SYMBOLS AND EQUATIONS - - HHHH 3 3 3 3 1 1 1 1 1 1 3 1

USE PERIODIC TABLE H H L 3 2 3 1 1 1 2 3 1 Implementation, Action, and Results

TABLE 47

"It CHEMISTRY

OVERVIEW OF WORK PERFORMED

A mechanic must be aware of certain chemical principlesif he is to understand the operation and maintenance of batteries; theprocess of plating, the prevention of corrosion; andthe properties of the various aircraft fluids, fuels, solvents, and paints.Although mechanics do not work with chemical formulas, theydo make many practical applications of the principles ofchemistry.

PRINCIPAL FINDINGS

N - Less than 10 percentof the airline mechanics indicated that they used the knowledge identified by the subtopics ofthis table.

F - Generally, mechanics in all industrialcategories frequently apply chemical principles in the performanceof their job.

A /S- All segments of industry indicate that thereis a requirement for accuracy.

I - Very little industry training is given, although theprinciples of chemistry are included (ii various orientation,or basic, informational content courses.

NATIONAL ADVISORY COMMITTEE RECOMMENDATIONS

As a result of the findings, the committee recommendeddeleting the subtopida titled:

1) Apply chemical principles to the chemistry of plastics,both clear and reinforced

2) The composition of matter, molecules,atoms, and electrons

3) The chemistry of natural and synthetic fabrics

4) Use of chemical symbols and equations

5) Use of periodic table

All other subtopics should be included in thecore curriculum.

145 TABLE 48. AIRCRAFT NOMENCLATURE

N F T A/S I AOLSA'OLSAOLSAOLSAOLS USE PROPER AIRCRAFT NOMENCLATURE + +++HHHH 3233 1121 2331 CLASSIFY AIRCRAFT AS TO PROPULSION DEVICES. WING ARRANGEMENT: PURPOSE, LANDING

GEAR SYSTEMS,ETC. 4. 4. HHHH 3333 1121 3231 APPLY FAA AIRCRAFT CATEGORIES AND DEFINITIONS AS FOUND IN APPROPRIATE PUBLICATIONS SUCH AS FAR 1, 21, 23, ETC. ++HHHH 3133 1121 1331 Implementation, Action, and Results

TABLE 48

AIRCRAFT NOMENCLATURE

OVERVIEW OF WORK PERFORMED

Aviation mechanics must use proper nomenclature to communicate effectively. Mechanics order parts, prepare malfunction reports, make entries in maintenance records, and comply with service letters and Airworthiness Directives. Correct nomenclature is essential in writing or interpreting technical reports.

PRINCIPAL FINDINGS

F -Mechanics in all industrial categories use technical terms and nomenclature constantly.

I - Industry training ranges fromno training to, basic, informational content courses.

NATIONAL ADVISORY COMMITTEE RECOMMENDATIONS

All subtopics should 5e included in the aviation mechanicscore curriculum.

147 TABLE 49. THEORY OF FLIGHT AOLSN AOLSF AOLST AOLSA/S AOLSI r---- -L--- INTERPRET THEORY OF FLIGHT IN RELATION TO

REFERENCE AXES OF AIRCRAFT $ $ + +HHHH 3333 1111 1331 FUNCTION OF CONVENTIONAL CONTROLS AND CONTROL SURFACES $ $ + +H H H H 4133 1111 1331 HIGH LIFT DEVICES SUCH AS FLAPS, SLATS, ETC. $ $ + + HHHH 3133 1111 3331 PROPERTIES OF THE'EARTHIS ATMOSPHERE S - ++HHHH 3333 1111 1111 AIRCRAFT MANEUVERS SUCH AS TURNS, SKIDS, STALLS, ETC. - + + HHHH 3333 1111 1331 FORCES ACTING ON AN AIRFOIL AND AIRPLANE 3 ++HHHH 3333 1111 1211 UNCONVENTIONAL CONTROLS AND CONTROL SURFACES ++HHHH 3333 1111 3331 LOADS AND EFFECT OF TURBULENCE AND SPEED ++HHHH 3333 1111 4331 WING LOADING, POWER LOADING, MANEUVERING SPEED, ETC. 4. 4. HHHH 3333 1111 2311

ROTARY WING $ + HHHH 3333 1121 1133 ROTORCRAFT FLIGHT CONTROLS AND THEIR EFFECTS $ + HHHH 3333 1121 1133 THRUST TORQUE AND TORQUE CORRECTION AS APPLIED TO ROTORCRAFT $ + H H H H 3333 1121 14411 Implemenfttion, Action, and Results

TABLE 49

THEORY OF FLIGHT

OVERVIEW OF WORK PERFORMED

Mechanics must understand the relationships betweenthe atmosphere and the airplane and its forces in flight in orderto make intelligent decisions affecting the flight safety of bothairplanes and helicopters. Understanding why the airplane is designed witha particular type of primary and secondary control system, and why thesurfaces must be aerodynamically smooth becomeessential knowledge when maintaining today's complex aircraft.

PRINCIPAL FINDINGS

N -Less than 10 percentof the airline mechanics report that they make use of this knowledge.

F Mechanics in all of the industrial categoriesindicate that they use theory of flight knowledge at a high rate of frequency.

I -Airline line mechanics indicate thatthey receive in-depth training in loads and the effect of turbulenceand speed.General aviation companies specializing it rotorcraft providebasic or general information training for their mechanics, but training by fixed wing operators in theory of flightis generally not provided.

NATIONAL ADVISORY COMMITTEE RECOMMENDATIONS

All subtopics should be included in theaviation mechanics core curriculum.

149

L 1. J44411.1

TABLE 50. FAR AND RELATED PUBLICATIONS

N F AOLSAOLSAOLST AOLSA/S AOLSI USE SPECIFICATIONS, DATA SHEETS, MANUALS, AND PUBLICATIONS ON AIRCRAFT, ENGINES AND PROPELLERS + + ++HHHH 3233 11 2 1 3331 USE REQUIRED FEDERAL AIR REGULATIONS + +++HHHH 3333 1111 3431 INTERPRET AND USE SPECIFICATIONS SUCH AS MS. AC, AN, NAS AND TYPICAL MANUF#CTURER'S MANUALS + + ++HHHH 3323 1111 3141 INTERPRET AND USE ATA SPECIFICATION 100 + + ++HHHH 2333 1111 3131 USE FLIGHT SAFETY MECHANICS BULLETINS + + ++HHHH 3323 1111 3411 KNOW HOW AND WHERE TO FIND PERTINENT DATA IN FAA SPECIFICATIONS + + ++HHHH 3133 1211 3331 USE OF LOGBOOKS AND MAKING MAINTENANCE RECORD ENTRIES 4. 4. HHHH 3333 1111 3331 USE AND DISPOSITION OF FAA FORMS +++HHHH 3333 1121 313 1,, USE AIRWORTHINESS DIRECTIVES IFAR 39) .4 + HHHH 3233 1111 3331

FILE AND INDEX PUBLICATIONS $ $ 4. 4. HHHH 3133 1111 3331 USE OF TECHNICAL STANDARD ORDERS ITSO) AND SUPPLEMENTAL TYPE CERTIFICATE (STU i 4. LHHH 3233 1111 3331 Implementation, Action, and Results

TABLE 50

FAR AND RELATED PUBLICATIONS

OVERVIEW OF WORK PERFORMED

Mechanics must be able to use FAA forms, AirworthinessDirectives, logbooks, Technical Standard Orders, FederalAir Regulations, and Flight Safety MechanicsBulletins. They must know where to find and how to apply such data in maintainingaircraft.

PRINCIPAL FINDINGS

F All mechanics indicate that theyuse FAR and related pliblications, but airline line mechanics rarelyuse Technical Standard Orders.

A/S- General aviation mechanicsmust be accurate in the use of publications and FAA forms and be ableto find this information rapidly.

I - The airlines provide depth trainingto their overhaul mechanics in the use of Federal Air Regulations and FlightSafety Mechanics Bulletins.Mechanics employed by large general aviation companies are trained to use and interpret manufacturer's manuals. Small general aviation companies do not providetraining in FAR and related publications.

NATIONAL ADVISORY COMMITTEE RECOMMENDATIONS

All subtopics should be included in theaviation mechanics core curriculum. TABLE 51. SHOP MANAGEMENTRESPONSIBILITIES

N F T A/S AOLSAOLSAOLSAOLSAOLSI MAINTAIN REQUIREDRECOROS + + ++HHHH3.331 11113331 APPLY FAA REGULATIONSIN REPAIR STATION OPERATION $ 4.+ * HHHH 3333 1111 3133 APPLY SHOP MANAGEMENT PRINCIPLES TO ORGANIZATIONAND ASSIGNMENT OF PERSONNEL $ *4. * HHHH 3333 1221 4331 PURCHASE PARTS ANDSUPPLIES -.+ ++HHHH 3133 1111 2211 PERFORM ELEMENTARY ACCOUNTING - +++H H H, 3333 1211 1331 PERFORM INVENTORYCONTROL"OF MATERIALS, EQUIPMENT $ $ + + HHHH 3133 1211 2311

PERFORM ,i ` ESTIMATING $ $ + + HHHH 3133 1211 1111 Implementation, Action, and Results

TABLE 51

SHOP MANAGEMENT RESPONSIBILITIES

OVERVIEW OF WORK PERFORMED

Mechanics should know the business principles and economics of operating an aircraft maintenance business. Such understanding helps promote work efficiency within an organization. Fundamentals of elementary accounting, job estimating, and inventory control must be a part of the mechanic's knowledge if he plans to work for himself or for a small aviation company.

PRINCIPAL FINDINGS

N -All industrial categories indicate that mechanics have shop management responsibilities.

F All mechanics perform these tasks at a high rate of frequency.

T -The technical knowledge level for most subtopics is at the application level, although airline overhaul mechanicsare not generally responsible for purchasing, inventory control, of job estimating.

I - Airline line mechanics receive in-depth management training with regard to organization and assignment of personnel.

NATIONAL ADVISORY COMMITTEE RECOMMENDATIONS

All subtopics should be included in the aviation mechanicscore curriculum.

153 TABLE 52. ETHICS AND LEGAL RESPONSIBILITIES AOLSN AOLSF AOLST AOLSI EMPLOY ETHICAL PRACTICES RELATED TO

JOB AND PRODUCT PRIDE AND CRAFTSMANSHIP + +++HHHH5 5 5 5 2331 MECHANIC-EMPLOYER RELATIONSHIP + +++ H H H H5 5 5 5 3331 THE RESPONSIBILITIES OF AVIATION + +++H H H H 5 5 5 5 3331 PERSONAL CONDUCT AND INTEGRITY + ++ + H H H H 5555 3331 PRACTICE THE LEGAL RESPONSIBILITIES OF

LIABILITY OF THE CERTIFICATED MECHANIC + +++HHHH5 555 3331 EMPLOY ETHICAL PRACTICES RELATED TO MECHANIC-CUSTOMER RELATIONSHIP + + H H H H 55 5 5 2331 PRACTICE THE LEGAL RESPONSIBILITIES OF

BAILMENT ++ HHH 555 431

MECHANICS LIENS ++ H H H 5 5 5 431 Implementation, Action, and Resuib

TABLE 52

ETHICS AND LEGAL RESPONSIBILITIES

OVERVIEW OF WORK PERFORMED

Mechanic-customer relations are important to thesuccess of a business. Good labor-management relationships contribute to the mechanic's advancement and financial security. Good personal conduct and unquestionable integrityare as important for the mechanic as for any individual.Mechanics must be technically competent, have pride of craftsmanship, and be dedicated to safety inaviation. The individual mechanic must also beaware of his legal liabilities and responsibilities.

PRINCIPAL FINDINGS

N -All industrial categories indicate that the mechanicmust be constantly aware ofhis ethical and legal responsibilities.

T -All industry indicates that pride of craftsmanship,personal conduct, integrity, liability, and the responsibility of the certificated mechanic must be at the synthesis level;

I - Although airline line mechanics indicate that they haveno need for the knowledge implied by the subtopics "bailment" and "mechanics liens,"a select group of airline overhaul mechanics are given in-depth training in these two subtopics.

NATIONAL ADVISORY COMMITTEE RECOMMENDATIONS

All subtopics should be included in the aviation mechanicscore curriculum.

155 The Aviation Mechanics Occupation

DISCUSSION OF FINDINGS

A review of the data receivedfrom the aviation industryduring the

survey suggests that certain trendsare developing. In addition, some of the findings reinforced some opinions expressedin aviation circles,

while other findings revealthat certain opinionscannot be substan- tiated or are no longer applicable to theaviation industry. A com-

pilation of these trendsfollows.

1) There is acommon core of tasks performed byall aviation mechanics

requiring the same technicalknowledge levels.

The National AdvisoryCommittee parameters appliedto the survey data showed that all aviationmechanics performed to thesame technical knowledge levelsin 63 percent of thesubtopics. Another 10 percent of the subtopicswere found to be performed to identi- cal technical knowledgelevels by mechanics in threeof the four industrial categories. The total common technicalknowledge levels involve 73 percent of thesubtopics. This high percent of the commonality of tasks performedby aviation mechanics inthe four industrial categories stronglysupports the premise that aviation mechanics can be trainedthrough a core curriculum andcan spe- cialize in the latterpart of their training for theindustrial category in which theymay seek employment.

2) The predominant technicalknowledge level at which theaviation

mechanic works is the applicationlevel or higher.

When all the subtopics hadbeen analyzed, 86 percentwere found to have been rated bymechanics in at least three of theindustrial categoriesas requiring technical knowledge at the application, or a higher, level. Mechanics indicated theycan accomplish the remaining 14percent of the subtopics with either theknowledge and/or comprehension levelof technical knowledge, whichrequire the ability to followdirections and/or to locate andinterpret information. These findings substantiate theneed to train aviation mechanics to the application levelso that transfer of learning to industry is easily accomplished.

3) Many airline overhaul mechanicsare specialists in the particular

area of work for which they receive extensivetraining.

With the exclusion of thesubtopics in Tables 44-52, it is found that the airline overhaulmechanic performs 393 of the 437

156 Implementation, Action, and Results

subtopics in the remaining tables.Of these, 364 taskswere performed by less than 5 percent of themechanics for each of the subtopics. These specialized mechanics receivedin-depth training for 54 percent of these subtopics, basicor general information training for 43 percent, and orientationor no training for the remaining 3 percent.

4) There is an increasinguse of turbine engines in general aviation.

During the period ofone year that elapsed between the Cali- fornia survey and the nationalsurvey, the percent of general aviation mechanics performing overhaul workon turbine engines increased from "No mechanics"among those surveyed in 1965 to 5 percent of those surveyed in 1966. Following examination of the responses for the 507 subtopics by small general aviation,it was noted that training in depthwas provided for only 10 tasks. Seven of these, however,were in subtopics associated with turbine engines. The influx of turbine engines into generalaviation suggests the need for in-depth training for thosecurrently employed. This need for well-trained turbine mechanicsshould be reflected in the school curriculum.

The majority of airline mechanicsno longer work on reciprocating

engines having less than 14 cylinders.

No airline mechanics responded toany task required for maintenance or overhaul ofa reciprocating engine of less than 14 cylinders. This finding is particularly significant inview of the fact that the results of thissurvey represent tasks performed by 15,258 airline mechanics. General aviation mechanics, however, are deeply involved in checking, servicing, repairing, andoverhauling four- or six-cylinder opposed enginesand seven- or nine- cylinder radial engines.

Fixed pitch wood propellers and groundadjustable propellers no

longer appear In airline operation. Their number is decreasing

in general aviation.

According to the survey data, airline mechanicsdo not work on fixed pitch wood propellers or ground adjustable propellers. The work that is most frequently accomplishedin general aviation on ground adjustable propellers involves minor repairs to the blade and hub. Large general aviation companies frequentlyremove and install these propellers but allother subtopics in large and small general aviationare twrformed at a low frequency.

7 Electricity and electronicsare becoming integrated into the air-

frame and powerplant mechanic's occupation.

157 The Aviation Mechanics Occupation

The mechanics in theairline industry and inlarge general aviation companies performedall 28 tasks surveyedin the areas of electricity and electronicsat a high frequency.Mechanics in small general aviationalso performed all tasksat a high frequency, with the exception of checkingand troubleshooting solid state switching devices. All indications pointto the necessity for the schools to increase the emphasis inthe instruction of electricity and electronicsin the aviation mechanics'courses.

8) The maintenance of flightinstruments, automatic flight andap-

proach control systems, andaircraft communications andnavigation

equipment is extremely specializedwork.

The airline industry generallyprovides training in depth for mechanics doing maintenancework on flight instruments,automatic approach control systemsand communications, andnavigation systems. Mechanics in large generalaviation receive training in depth in maintenance ofauto pilots and approach controlsystems and application trainingin all other relatedareas. Mechanics in small general aviationreceive basic and generalinformation training in the basic flight instruments but generally receiveno industry training inany other related areas. Specially certificated mechanics and specializedshops frequently repair thesesystems. The National AdvisoryCommittee has recommended thatschools teach to the comprehension levelin these specialties.

9) The need for mechanicsskilled in woodworking hasdecreased sub-

stantially in the aviationindustry.

The survey found that theairline industryno longer requires mechanics to be skilledin woodworking. Few highly specialized airline overhaul mechanicsperform wood repairsto interior cab- inets and paneling. Large general aviation companiesassign these tasks to a few mechanicswho perform these tasksat a low frequency. ADf 2,463 large generalaviation mechanics surveyed, only 174,or 7 percent, indicated that woodworkingwas part of their assignment. In small general aviation,woodworking continues to be performed by approximately one-thirdof the mechanics, but thefrequency is in the low category. It was found that of 359 mechanics,only 126 were involved in woodworking tasks. The overall percentage of aviation mechanics surveyed in generalaviation, large and small, who are responsible forperforming woodworking is 10.8percent.

10) Aviation mechanics must understandthe basic operations involvedin

sheet metal work andmust be able to make return to flightrepairs to metal structures.

158 Implementation, Action, and Results

Findings reveal that the aviation industryrequires more men to possess skill and knowledge in thistopic area than inany other subtopic requiring manipulative skill. ReprJentatives of the aviation industry stated that themechanic must know which types of damage can be tolerated and whichneed repair. In all cases the work must be of a return-to-flightstandard.

11) Aircraft welding is becominga specialised skill.

The introduction ofnew materials in aviation and the new welding techniques require specializedskills for welders. Com- ments received from general aviationcompanies indicate that repairs involving weldingare done by specialty shops. Special- ization in welding is also applicablein the airline industry. In order to become a certificated welder,a mechanic must receive specialized instruction.

12) The use of manufacturer's specificationsand Federal Alt: Regula-

tions are an essential part of theaviation mechanics occupation.

Mechanics in all four categories indicatedthat manufacturer's specifications and FederalAir Regulations are used ata high frequency. The number of mechanics whouse these publications and manuals is also very high. The airline industry and large general aviation provide basic and generalinformation training in these tasks.

13) To be employable, the mechanicmust have a sound command of the

English language.

The importance ofa mechanic's ability to read, write, and speak the English language is inmost cases a fundamental requirement for acceptable performance and for advancementin the industry. Industry personnel repeatedly stressed duringthe survey that if a mechanic cannotmeet this requirement in a satisfactory manner, he is not employable. The number of mechanics and the frequency with which this majortopic is required is understandably very high. Accuracy in the use of the English languagewas emphasised throughout the findings. However, large general aviation required both accuracy and speed. The schools havea responsibility tc ensure that their studentsare able to meet the standards for performance required inthis area.

14) Ethics and the mechanic's legalresponsibilities are an important

part of the aviation mechanic's training.

This is the only major topic in thestudy where the subtopics were consistently ranked at the synthesis level intechnical

159 The Aviation Methinks Occupation

knowledge by all industrialcategories. Since the definition of the synthesis level would beat times difficult to apply inthis area, it only tends to emphasise how strongly theindustry feels about the importance of the ethicalresponsibilities of themechanic. The survey indicates that the widespreadand high frequency requirements for the mechanic's integrity,quality of workmanship, and responsible actionin the work environment will continue to be an essential part of theoccupation.

15) The aviation industry providesextensive in-service training for

the maintenance of occupationalcurrency.

The in-service training formechanics is designed toprovide currency whennew models of aircraft are introduced and changes occur in existing models. The amount of training is substantial and is generallydirected to the basic and general information level.Training in depth is most predominantin the airline overhaul category. Industry training ranged from 81 percent in airline line stationsto 85 percent in airlineoverhaul stations in all subtopics.Training in the general aviation industry ranged from 66percent in small general aviation to 92 percent in large general aviationfor all subtopics. Redirection, Application, and Projections PRECEDING PAGEBLANK- NOT FILMED

Redirection

To ascertain the direction aircraft mechanic schools shouldtake

in developing an effective aviation mechanic's instructionalprogram,

an analysis of the training provided by industry and the schools should be made. This study, plus a subsample study that is discussed in detail

in this section, identified industry's effortsto provide instructional programs for aviation mechanics. A review of the school programs in

ATM's 1965 Survey of Federal Aviation Ammo :Approved,Mechanic School

Programs outlines the efforts made by aviation mechanic schoolsto train aviation mechanics.

INDUSTRY EFFORTS

Two studies were made to determine what the aviation industrywas doing to provide training for the certificated mechanic. The first of these was the national Study of the Aviation MechanicsOccupation; the second was the subsample study whose objectivewas the examination of the recency of the mechanics'An-service training, whichwas undertaken on the recommendation of the National Advisory Committee.

In the Study of the Aviation Mechanics Occupation, itwas found that industry training efforts for aviation mechanics ranged from orientation through basic or general training to training in depth.A number of the subtopics represented tasks for which industry offeredno training.

As shown in Fig. 6 following, industry's training effortsare concentrated on basic and general information training.The training provided is designed to keep mechanics current withnew models of aircraft

163 The Aviation Mechanics Occupation

and the changes that occur in existing aircraft.Training in depth is shown to be more prevalent in the airlines than in generalaviation.

INDUSTRIAL CATEGORIES LEVEL TO WHICH OFFERING TRAINING TRAINING IS OFFERED Airline Airline Large Small Line Overhaul Gene_ ral General No training 19% 15% 8% 34% Orientation or familiarization training 7 4% 4% zero Basic or general information 55% 39% 72% 63%

Training in depth 19% 42% 16% 37. Fig. 6. Percent of subtopics for which training is given by the aviation industry

The second study was the subsample studyto examine recency of in- service training. The questionnaire was designed toanswer three major questions: When was in-service training last received by themechanic; where was instruction obtained (selools, industry,or both); and what type of instruction was received (formal, informal,or correspondence).

A total of 446 subsample questionnaireswere completed by mechanics representing all four industrial categories.The distribution of the responses was: airline line stations, 234 mechanics; airline overhaul stations, 59 mechanics; large general aviation companies,112 mechanics; and small general aviation companies, 41 mechanics.

Incidental information shownon the questionnaire regarding the mechanics' date of certification and thetype of in-service training they received in each of the 52 major topicsused in the national study was also examined. The subsample survey instrumentwas not designed to correlate the major topics with thetype of training received and where the training was given.

164 Redirection, Application, and Projections

Date No. Date No. Date No. Date No. Date No.

1930 1 1939 2 1946 20 1953 16 1960 24

1931 1 1940 4 1947 34 1954 10 1961 14

1932 1 1941 4 1948 18 1955 25 1962 14

1933 2 1942 8 1949 17 1956 22 1963 15

1934-36 0 1943 5 1950 20 1957 17 1964 18

1937 1 1944 6 1951 17 1958 23 1965 25

r 1938 3 945 13 1952 10 1959 29 1966 1

Fig. 7.Date of certification and number of respondents certified by year

The mechanics who responded to the subsample survey reported having received their certificates during the past 36 years (Fig. 7). None of the respondents was certified during the years 1934, 1935, and 1936.

Beginning in 1945, an averav number of 20 respondents received their mechanic certificates each year.The increase in the number of certif-

icates issued in 1947 may be explained as an effect of the Serviceman's

Readjustment Act of 1944.

Figure 8 following displays the years in which in-service training was last received. No in-service t7,aining was reported for the years

1945, 1946, 1949, 1950, 1951, and 1952. Of the 446 mechanics who responded, 383 men, or 86 percent, reported in-service training received since certification. The remaining 14 percent of the mechanics reported no in-service training received since certification.

Figure 8 also shows that 269, or 70 percent, of the respondents received in-service training in 1965 and 1966; an additional 56 mechan-

ics, or 15 percent, reported in-service training received in 1964; and

26 respondents, or 7 percent, indicated in-service training received in

165 The Aviation Mechanics Occupation

1963. Thus, a total of 92 percent of the respondents is shown to have received in-service training within the last three years. The training reported by the remaining 8 percent during the following periods is shown to have occurred in this distribution: 1960-62, 16 mechanics (4');

1954-59, 11 mechanics (3%); and 1944-53, 5 mechanics (1%).Years in which no training was received have been omitted from Fig. 8.

1944 1 1947 4i 44 1948 o w ai u 1953 w w '41954 m 1955 4J co m 3 1956 Ibo 1957 1958 4u v4o 4 cd1959 k 1960 4.1 o 1961 W u 1962 O> 1963 04 a) 1964 1965 1966

I 0 10 20 30 40 50 60 240 250 260 Number of mechanics reporting in-service training Fig. 8.Mechanics' inservice training

A review of Fig. 9 opposite reveals that formal instruction was the

most common approach to in-service training. In descending order of fre-

quency, the combination of both formal instruction and informal on-the-

job training was the next most frequently used; informal on-the-job

instruction was the third most frequent approach to in-service training.

Only mechanics employed in the small general aviation industry indicated

that they had received in-service training solely through correspondence

courses.

166 Redirection, Application,and Projections

TYPE OF INSTRUCTION A 0 L S

Formal classroom instruction 40% 40% 30% 28% ---

Informal on-the-job instruction 7% 10% 14% 17%

Combination of formal and 18% 17% 20% informal instruction 17%

Correspondence courses ------2%

Formal instruction and correspondence courses 5% 10% 1% 2%

Informal instruction and correspondence courses 2% -- 2% 7%

Combination or formal, informal, 18% and correspondencecourses 13% - 5% 2%

Indicated no in-service training 107. 10% 28% 25%

Fig. 9.Means by which in-service trainingwas obtained

Figure 10 presents evidence thatin- service training is provided by both industry and the schools. The respondents to the subsamplesurvey reported that most of theirin-service trainingwas provided by*the aviation industry. This data supports the findingsin this study, which

IN-SERVICETRAINING PROVIDEDBY: Industr Schools Both Airline line mechanics 164 16 41 .- Airline overhaul mechanics 44 2 7 Large general 66 3 aviation mechanics 10 Small general 24 aviation mechanics 5 1

Fig. 10. Sources of in-servicetraining

167 The AVIONII tviochenks potion

also indicated that industry is providing much trainingto maintain the

technological currency of the aviation mechanic.

Application

In addition to teaching the various levels of technicalknowledge recommended by the National Advisory Committee,'.te schools should develop and use written and manipulative extainationstoAetermine that the level of teaching had been reached. These examinations may provide information concerning the student's rate ofprogress toward the established educational objectives for the subtopicscontained in their school curriculum. A review of these levels and correlated samplequestions follow. The examination material thatappears in this section of the study has been adapted in part from the Study of the AviationMechanics

Occupation (California study) published earlier in 1966.

TEACHING LEVEL 1: TESTING LEVEL, KNOWLEDGE

The subtopics to be taught at this level should be basedon Instruc- tional Setting A or E.The instruction should help the student learn to follow directions and to find information. The student should be expected to store some information and be ableto recall this information later. Sample written questions to be given at the knowledge levelare as follows:

1. The ratio of the speed of an aircraft to the speed of soundin air at any given temperature is called (the):

a. Reynold's number b. Mach number c. Speed-temperature ratio d. Inlet-exhaust pressure ratio

168 Redirection, Application, and Projections

2. Basically, the aircraftgas turbine engine operates under the description of the:

a. Otto cycle engine b. Brayton, or Joule, cycle c. Constant pressure engine d. Constant volume engine

3. Ohm's Law is stated inwhich one of the followingformulas?

a. I st RIE b. E is IR c. R ag EI d. -I go IRE

TEACHING LEVEL 2: TESTING LEVEL, COMPREHENSION

The subtopics to be taughtat this level should be basedon Instruc-

tional Setting Bor F. The student should be ableto grasp the meaning and intent of the instruction. He should havean ability to interpret information in manuals, blueprints,and other related diagramsand drawings needed in performinga task. Sample questions at the comprehension level areas follows:

1. Based on the given cable chart,what size cable is required to carry 200 amps at 28 voltsfor a distance of 25', underintermittent conditions, to a turbine enginestarter?

a. #2 b. #4 c. #6 d. #8

2. Based on the accompanyingaircraft specifications,to which one of the following maximum weightsmay an aircraft in the utility category be loaded withoutexceeding the c.g. limits of +36.3"to +40.3"?

a. 1,733 lbs. b. 2,200 lbs. c. 3,453 lbs. d. 4,000 lbs.

3. ."Valve overlap"may be defined by which one of the following statements?

169 The Aviation Mechanics Occupation

a. Improperly lapped valve seats b. Degrees of crank rotation during which the exhaust and intake valves of a cylinder are bothopen c. Undercutting of valve faces during lapping d. Improper clearance adjustment between the valve stem and tappet

An examination in the performance of a manipulative skill could require a student to interpret engine overhaul limits froma manual, using these limits to inspect for wear of engine parts.Another type of test could require a student to compute, through the bend allowance for- mula, a sheet metal part containing several different angularbends.

TEACHING LEVEL 3: TESTING LEVEL, APPLICATION

The subtopics to be taught at this level should be basedon Instruc- tional Setting C or G.The student should develop knowledge of principles and processes and learn to apply them to specific situations.The student must remember appropriate principles and be able to apply them tonew material.The instruction ohould provide detailed training in both technical and manipulative skills so that recallcan be easily accomplished after the student has been employed and given additional review.Sample questions at the application level areas follows:

1. The purpose of a brake de-booster is to lower thepressure of the hydraulic system when applying the brakes by:

a. Providing a larger piston area for the hydraulicpressure to act upon b. Providing a smaller pistonarea for the hydraulic pressure to act upon c. Isolating the system pressure from the lowerpressure d. Installing a restrictor in the line to the brake

Below are statements that may support the selection ofyour answer above.

Circle the number of those statements thatsupport your answer:

1. A. restrictor causes a pressure drop, thus loweringpressure. 2. Increased piston area increasespressure.

170 Redirection, Application, and Projections

3. Decreased piston area increasespressure. 4. Increased piston area decreasespressure. 5. Decreased piston area decreasespressure. 6. Force is equal to the product ofpressure and area. 7. Force is equal to pressureper unit area. 8. Secondary systempressure to brakes is isolated by second pump. 9. The brake has its ownpressure regulator. 10. Venturi effect of a restrictor increasesvelocity and decreases pressure.

2. Bernoulli's Principle indicatesthat if a smaller venturi is used in a carburetor, it will:

a. Decrease the air velocity andpressure b. Increase the air velocity and decrease thepressure c. Increase the air pressure and obtainmore power d. Increase the flow of air and gasoline

In relation to your answer, the followingstatements are true or false. If the statement supportsyour selection, circle the "T"; if it does not, circle the "F."

T F A smaller venturi will decreasemanifold pressure. T F A large venturi permits higherengine RPM. T F Air pressure increasesas the square of the velocity. T F A smaller venturi willincrease manifold pressure. T F A large venturi ismore effective at take-off power. T F A smailer venturi makes the idlesystem more effective. T F A small venturi increases thepressure at the discharge nozzle. T F A large venturi providesmore manifold pressure. T F More air flow through theventuri causes more gas consumption. T F A smaller venturi ismore effective at higher altitudes.

3. If a shunt wound generator hasa short between the armature and field:

a. The output will .drop tozero b. The generator willrun away c. The circuit voltage will drop d. The "D" lead voltage will increase

By circling the numbers in front of theitems below, indicate those you woulduse to check for the trouble you identified above:

1. Check resistance of generator field. 2. Check for shorted brushes. 3. Check for broken bearing. 4. Check reverse current relay. 5. Readjust current limiter.

171 The Aviation Mechanics Occupation

6. Readjust voltage regulator. 7. Check resistance from "D" lead to ground. 8. Check armature to see if it is hitting the pole shoes. 9. Check ammeter for accuracy. 10. Check generator for sheared shaft.

An examination for manipulative skill should require thestudent

to plan his work, select the proper tools, perform thejob in sequence,

complete the job ina reasonable time, and turn out a finished product

that meets high standards of workmanship,accuracy, and dependability.

The performance test must givea realistic appraisal of the student's

ability. A check list should be used to evaluate the student'sperfor-

mance during the examinations and his overall rating.The check list

items should bi stated so thatan objective rating may be established.

TEACHING LEVEL 4: TESTING LEVEL, ANALYSIS/SYNTHESIS

The subtopics to be taught at the'analysisand the synthesis level

should be based on Instructional SettingD or H. The student should

develop the ability to reducea malfunction to its fundamental parts in

order to troubleshootor make necessary repairs.The instruction must

include training in depth in both technical andmanipulative skills to

facilitate transfer of learning with minimum difficulty. Through analysis,

the students should be able to break down eachjob into its parts and

examine the relationships between theparts. Sample questions at the

analyois/synthesis levelare as follows:

1. The following logbook item is written foran aircraft having "spot brakes": Upon application, brakes were inoperative."Check the items below that you woulduse in troubleshooting the item. Begin by writing the number "1" in front of the first itemyou would check, and continue numbering in thesequence you would use to isolate the trouble.

Check for air in the brake lines. Check for broken brake accumulator diaphragm. Check hydraulic tcnk for fluid. Check system pressure.

172 Redirection, Application, and Projections

Check fer d'Isconnected link between brake pedal and metering valve. Check for pucks missing from spot brake. Check for broken line downstream of brake metering valve. Check for ruptured brake cylinder. Check for too great a brake clearance. Check for leak in main system.

2. The following logbook entry appears concerningan aircraft with Hamilton Standard Constant Speed Propeller: "Upon take-off, propeller emains in low pitch. Unable to increase propeller pitch angle. See wevious logbook entries."Upon reviewing the logbook, you find that two governors have been replaced because of broken drive shafts. You suspect one of the following troubles:

a. Malfunction in the engine oil system b. Improper torqueing of governor c. Internal engine damage

Based on your selection, indicate by numbers the sequenceyou would follow to solve the problem you selected as thecause of the trouble.

Engine oil system Check oil level. Check oil pressure. Check for oil leakage around dome. Check for proper oil viscosity.

Improper torqueing of governor Check stress on threads of nuts. Check for proper gasket. Check for stud stretch. Check break-away torque.

Internal engine damage Check for slipping drive spline. Check for proper length of governor shaft. Check for missing tooth on drive gear. Check for damage spline on drive spline.

3. A 2-stage amplifier is used to position a wastegate motor. During service, the motor becomes sluggish. The motor and intercon- necting wiring checks out OK.A mechanic suspects the amplifier. Several quiescent voltage readingsare indicated on the wiring diagram in the maintenance manual; however, the V1screen grid voltage is not indicated. What should this voltage be?

173 The Aviation Mechanics Occupation

Ep=210V Ep=180V

.01

elm

114

B+ 411111. B+ 300V 300V

a. 80 volts b. 120 volti c. 180 volts d. 210 volts

This voltage was arrived at by one of the following methods of analysis.Which of these was used?

1. The screen voltage and plate voltage are the same. 2. The screen voltage equals the supply voltage minus the IR drop. 3. Screen grid current is zero. 4. Cathode current is zero. 5. No signal is applied under quiescent conditions. 6. The amplifiers are both operating as class "A." 7. There is not enough information given above.

A performance test should not only include the standards and methods

used for testing at the application level, but should also measure how

well and quickly a student can identify and isolate the cause of a mal-

function. Many schools have students troubleshoot engines, hydraulic

systems, electrical systems, etc., that have been made to function im-

properly, and these types of tests meet the requirements of an analysis

174 Redirection, Application, and Projections

U examination. However, as in the case of the application level examinations, a check list should be used that will give objective ratingsof the student's performance during the examination.

Instruction at the synthesis level requires the student to develop the ability to put together knowledge of principles and procedures needed to complete repairs. This includes the construction ofnew or substitute parts. The instruction presented to the student must be in depth both in technical and manipulative skill to facilitate transfer of learning with minimum difficulty.Although few subtopics recommended for instruction are at the synthesis level, those thatare should call upon the student to demonstrate his ability to create original repair ideas within limits of time and material.The following problem example is appropriate for this level of instruction.Taken from the flight crew logbook, the information concerns an axialcompressor turbine engine.

"During start of descent from 30,000 ft., whileat 500 KTAS, No. 4 engine experienced a compressor stall lasting approximately 3secs. as all four throttles were being retarded from the 85% thrustto idle position. Other observed conditions for No. 4 enginewere: (1) fuel flow increased from 3,000 pph to 3,500 pph; (2) engine speed dropped to 5,000 rpm from 10,000 rpm; (3) exhaust gas temperature increasedto 6500C."

The student is required to writea comprehensive report of the problem.The report should contain an analysis of the probablecauses of the malfunctions, a detailed outline of the inspectionto be performed on the engine, a list of repairs to be made, and the scope of engine testing to be done before the aircraft is released to flightstatus.

An examination of manipulative skill could require the student to develop a creative design or procedure for the repairor maintenance of an aircraft or one of its components. The examination must permit

175 The Aviation Mechanics Occupation creative answers, and the student should have time to develop his answer.

The test may require the student to design a new structural repair by outlining the sequential stops needed to perform the job, designing and fabricating the new parts required, and then completing the entire job.

Many students will not be able to perform completely at the synthesis level; however, instruction at Level 4 should give the student training that will permit him to work in industry at a high level of proficiency.

The information accumulated during the national survey and the recommendations of the National Advisory Committee together identify the subtopics that compose the core curriculum for the aviation mechanics course of instruction. Use of the suggested levels of instruction in this curriculum will assist aviation mechanics schools in their efforts to provide more effective instruction.

OUTLINE OF CORE CURRICULUM

The following core curriculum is a compilation of the recommendations made by the National Advisory Committee. The curriculum lists and identifies the teaching and testing levels for each of the subtopics.

Following this curriculum outline is a compilation of all other subtopics that were surveyed and recommended for deletion from the core curriculum.

It is suggested that schools review these deleted topics and, upon recommendation of their local advisory committee, utilize the information presented for curriculum construction that would best serve their local needs.

In reading the following curriculum, it should be noted that the subtopics are listed under the Teaching Levels: 1, 2, 3, or 4, and the

Testing Levels: Knowledge, Comprehension, Application, or Analysis/Synthesis.

176 Redirection, Application, and Projections

WOODWORK.

Level 1 - Knowledge

Make rib repair Use glues and clamps Build a rib Build wing section Make spar splice Use NACA airfoil specifications Construct Jigs Select materials Handle and store wood Test strength of splices Make approved splices

Level 2 - CoaveksIsion

Identify wood defects

FABRIC COVERING

Level 1 - WI/ledge

Select materials Cover wing, structure, or control surface

Level 2 - Comprehension

Perform hand sewing

Level 3 - Application

Repair fabric Perform fabric protection and testing

PAINTING AND FINISHING

Level 1 - Knowledge

Lay out letters and mask Lay out trim design Touch up painting

Level 3 - Application

Brush painting Spray painting Inspect and identify defects Prepare surface and prime' Apply dope The Aviation Mechanics Occupation

SHEET METAL

Level 1 - Knowledge

Maintain aerodynamic smoothness

Level 2 - C. prehension

Install special rivets Install special fasteners Fabricate from template Develop template from blueprint Shape metal, i.e., hot working, cold working, casting,chemical milling, etc.

Level 3 - Application

Hand forming Use bend allowance Identify and control corrosion (Theory only.) Repair structure Use adhesive metal bonding Inspect and repair plastics and fiberglass Repair honeycomb and laminated structure

Level 4 - Analysis/Synthesis

Install conventional rivets Dimple metal Make patches Protect metal from damage (No manipulative skilltraining.)

WELDING

Level 1 - Knowledge

Solder stainless steel Fabricate tubular structures Repair tanks Weld magnesium Weld titanium

Level 2 - Comprehension Weld aluminum

Level 3 - Application

Solder Identify types of welded joints (rheory only.) Weld stainless steel

178 Redirection, Application, and Protections

Arc welding Control alignment while welding Inspect and test welds Weld steel (gas) Braze

ASSEMBLY AND RIGGING Level 1 - Knowledge

Use transit

Level '2 - Comprehension

Rig fixed surfaces Rig aircraft Tram and align structure

Level 3- Application Rig moveable surfaces Balance control surfaces Assembly of aircraft

Level 4- Analvsis/Synthesis

Use manufacturer's and FAAspecifications LANDING GEAR Level 2 - Comprehension

Service and repair levelingdevices Service and repair anti-skiddevices

Lev___ el 3 - Application

Service and repair landinggear Inspect and replace tires andwheels Service and repair shockstruts Service and repairnose wheel steering Service and repair brakes Jack Aircraft and testgear Inspect damage andwear to limit's Check alignment

HYDRAULIC AND PNEUMATIC SYSTEMS Level 3 - Application

Operate and service hydraulicsystem and components Operate and service pneumaticsystem and components Identify various types of hydraulicsystems Identify various types ofpneumatic systems Identify hydraulic fluids Install fittings and lines Inspect and repair hydraulicsystem and components Inspect and repair pneumaticsystem and components The Aviation Mechanics Occupation

Fabricate aluminum lines Fabricate stainless lines Select and install "0" rings and seals

FUEL SYSTEM Level 1 - Knowledge

Service fuel dump systems Repair and seal fuel tanks Level 2 - Comprehension Identify fuel systems

Level 3,- Application Check and service fuel systems and components Identify fuels Fabricate and replace lines and fittings Inspect and repair fuel system components

AIR CONDITIONING AND PRESSURIZATION Level 2 - Comprehension

Check and service pneumatics and heat exchangers Inspect, replace, or repair pneumatic system components (No manipulative skill training.) Inspect, replace, or repair air conditioning components Check and service heat and cooling systems and their controlsystems Check and service aircraft pressurization and controlsystems Inspect, replace, or repair pressurization components (No manipulative skill training.) Inspect, replace, or repair oxygen systems and components (No manipulative skill training.) Troubleshoot and repair air conditioning and pressurizationsystems Level 3 - Application

Check and service oxygen systems

ELECTRICAL POWER Level 1 - Knowledge

Apply electrical measuring and indicating devices for checking and measuring capacitance Apply electrical measuring and indicating devices for checking and measuring inductance Level 2 - Comprehension

Apply electrical measuring and indicating devices forcalculation of resistance and conductivity Check and replace transformers, rectifiers, and filters Apply electron theory and fundamentcls of electromagnetismin troubles`"" shooting aircraft AC power systems ,,

180 Rodirsetion, Appiic.i on, and Projections

Apply electrical measuring and indicating devices for measurement and calculation of power Test and repair aircraft generator and inverter controlsystems Test and repair solid state inverters and switching devices ,Level 3 - Application

Apply electron theory and fundamentals of electromagnetismin reading and analyzing DC and AC circuits and diagrams Apply electron theory and fundamentals of electromagnetism inoperation and testing DC and AC electrical components Apply electrical measuring and indicating devices formeasurement of voltage, current, and resistance Apply electrical measuring and indicating devices for checkingof continuity and electrical leakage Promote and practice electrical safety and hazard precautions Apply electron theory and fundamentals of electromagnetism in troubleshooting aircraft wiring and electrical installations Troubleshoot and replace DC and AC motors and control units Check and replace relays, solenoids, switches, and rheostats Check and replace electrical protective devices Apply electron theory and fundamentals of electromagnetismin troubleshooting aircraft DC power systems Apply electrical measuring and indicating devices for checking and testing thermocouples Troubleshoot and replace DC and AC generator equipment Install and repair electrical wiring and distribution equipment Apply battery theory and test equipment to maintain andtest lead acid batteries Apply battery theory and test equipment totest and maintain Edison cells and nickel cadmium batteries Apply battery theory and test equipment tooperate and maintain battery chargers Check and troubleshoot solid state inverters Inspect, test, and repair aircraft motors, generators, andinverters Check and troubleshoot solid state switching devices

FLIGHT INSTRUMENTS Level 2 - Comprehension

Troubleshoot and maintainmagnetic compasses and heading indicators Troubleshoot and maintainairspeed indicators and machmeters Troubleshoot and maintainaltimeters, rate-of-climb, and vertical speed indleatOrs Troubleshb"Ot and maintainclocks and elapsed time indicators 34billeshoot and maintainturn and bank, horizon, and yaw instruments Troubleshoot and maintaintemperature and pressure instruments Troubleshoot and maintainflap and control surface position indicators Troubleshoot and maintainpitot static, ram air, and vacuum systems Troubleshoot and maintainresistance and thermocouple indicator systems Troubleshoot and maintainsynchro remote indication systems Troubleshoot and maintainelectronic indicating and computing systems Troubleshoot and maintainintegrated type of flight instrumentation

181 The Aviation M pathm

Test and repair compasses and heading indicator systems (No manipulative skill training.) Test and repair airspeed, rate-of-climb, and altitude indicator systems (No manipulative skill training.) Test and repair temperature and pressure indication systems Test and repair electronic computers and integrating systems Test and repair synchro systems and magnetic amplifiers

AUTO PILOTS AND APPROACH CONTROLS Level 1 - Knowledge Inspect, test and repair auto pilot control and interlock systems Troubleshoot and maintain auto approach control Inspect, test and repair auto pilot and approach control amplifiers; computers and couplers Troubleshoot and maintain glide path extension and related datacomputers Inspect, test and repair auto pilot flight controlservos and drive mechanisms Inspect, test and repair auto pilot signalsource systems and units Level 2 - Comprehension Operate and check auto pilot and approach control systems (No manipulative skill training.) Troubleshoot and maintain flight -ontrolservo units (No manipulative skill training.) Check and troubleshoot auto pilot interlock systems (No manipulative skill training.) Troubleshoot and replace auto pilot and approach controlcomputers and amplifier units (No manipulative skill training.) Troubleshoot and maintain auto pilot signalsource units (No manipulative skill training.) Troubleshoot and maintain power supplies and phase control (No manipulative skill training.) Troubleshoot and maintain horizontal stabilizer control and mach trim systems (No manipulative skill training.) Troubleshoot and maintain yaw damper systems (No manipulative skill training.)

AIRCRAFT COMMUNICATIONS AND NAVIGATION EQUIPMENT

Level 1 - Knowledggt Inspect and repair control units and panels Check, troubleshoot and replace HF receiver and transmitter systems Check, troubleshoot and replace service andpassenger compartment interphone systems Check and replace DME and DMET systems and offcourse computers Check and replace weather radar systems Check and replace selcal and transponder systems Check and replace flight directors, data computers and integrating systems Check and replace loran, doppler radar, radar altimeters Check and replace radio altimeters and terrain clearance indicationsystems Check and replace flight recorders

182 Redirection, Applkotion, and Projections

LIMU prehension Inspect and repair antenna installations Inspect and repair radio racks and related equipment Inspect and repair radio and electronic wiring, switchingand protective systems Operate and check aircraft HF and VHF radio receiversand transmitters Check, troubleshoot and replace VHF receiver andtransmitter systems Check and replace gyro and radiocompass systems Check and replace ADF and VOR systems Check and replace marker, localiser, and glide slopereceivers Inspect and repair headsets, microphones, and speakers Check, troubleshoot and replace flightcompartment interphone systems ENGINE INSTRUMENTS, ELECTRICAL Level 1 - Knowledge,

Troubleshoot and replace rate -of -flow indicationsystems - Comprehension Troubleshoot and replace pressure indicationsystems Inspect, test and repair engine indicatingsystem components Level 3 - Application

Inspect, test and repairelectrical connections and wiring Inspect, test and repairinstrument panelu and unit mountings Inspect, test and repairelectric connectors Troubleshoot and replacetemperature indLcation systems Troubleshoot and replacetachometers and RPM indicators AIRCRAFT FUEL AND OIL MEASUREMENT AND CONTROL Level 1 - Knowledge,

Calibrate and test capacitance fuel and oil quantityindication systems Level 2 - Comprehension

Perform fuel management, transfer and defueling Troubleshoot and -eplace fluid pressure and temperatureindication systems Troubleshoot and replace fluid system warning devices Calibrate and test float type fuel and oil quantityindication systems Inspect and repair fluid quantity indication equipment (No manipulative skill training.) Troubleshoot and replace pressure refueling controlequipment (No manipulative skill training.) Level 3 -1522licauen

Troubleshoot and replace fuel and oil electricpumps, valves and their controls Troubleshoot and replace fluid quantity indication.systems Inspect and repair fuel and oil pumps, valves and other controlunits Inspect and repair pressure and temperature indication and warning systems

183 The Avistial Moshonics Occupsden

AIRCRAFT LANDING GEAR ELECTRICAL UNITS Level 1 - powledu

Inspect, test and replace speed warning components Inspect, test and replace take-off warning components Check and troubleshoot electrical brake controls and anti-skid control systems Level 2 - Issmahmull

Check takeoff warning systems (No manipulative skill training.) Level 3 - Application

Troubleshoot landing gear position indication and warningsystems Check and troubleshoot ground flight changeover switches and relays Inspect, test and replace landinggear and gear door switches Inspect, test and replace ground flight switches and relays FIRE DETECTION AND EXTINGUISHING SYSTEMS Level 1 - Knowledge

Check and service smoke and carbon monoxide detection systems Inspect, replace or repair smoke detection components Level 2 - Comprehension

Check and service fire extinguishing systems (No manipulative skill training.)

Level 3 - Application

Check and service bimetallic, thermocouple and continuous strip fire detection systems Inspect, replace or repair compartment fire detectors and system components Inspect, replace or repair fire extinguishers and relatedsystem components Inspect, replace or repair engine and nacelle fire detectioncomponents

ICE AND RAIN CONTROL

Level 2 - Comprehension

Check and service powerplant ice control systems (No manipulative skill training.) Check and service air scoops and leading edge ice controlsystems Check and service electrical windshield ice controlsystems Check and service antennas, accessories and pitot static devices Troubleshoot and repair windshield rain removal and window defogging systems Inspect and repair air scoops and leading edge ice controlsystems Inspect and repair windshield ice control systems Check and service pneumatic windshield anti-icing and defoggingsystems

184 Redirection, Appkestion, and Projections

Level 3 - Application

Inspect and repair powerplant ice controlcomponents WARNING SYSTEMS Level 1 - powledgl

Inspect and repair warning system components 10102 - Comprehension

Check and servicehydraulic power and systemcomponents Check and serviceice and rain protection Check and servicelights and lighting Check and servicedoors and emergency windows Check and serviceflight controls, flaps, spoilers and leading edge devices Check and servicepowerplant starting and vibration Check and serviceoverspeed and underspeed Check and serviceelectrical, pneumatic andoxygen systems

RECIPROCATING ENGINES Level - Comprehension

Inspect'and repair fourteen cylinder radialengine or larger Overhaul fourteen cylinder radialengine or larger

Le vl:

Check and service fourteen cylinder radialengine or larger Remove and install engine Check and service cylinder Inspect and repair gear reduction section Inspect and repair supercharger Operate engine Inspect and repair four or six cylinder opposedengine Inspect and repair seven or nine cylinder radialengine Check and service gear reduction section Check and service supercharger Overhaul gear reduction section Overhaul supercharger Level 4 - ABgaligagkELE

Identify types and principles of reciprocatingpowerplants(No manipulative skill training.) Inspect and repair cylinder Troubleshoot Check and service four or six cylinder opposedengine Check and service seven or nine cylinder radialengine Overhaul four or six cylinder opposed engine Overhaul seven or nine cylinder radialengine Overhaul cylinder

185 The Aviation Mochanks Occupation

TURBINE ENGINES

Level 1 - Knowledge_

Overhaul turbofan Overhaul accessories Overhaul turboprop

Level 2 - Comprehension

Inspect and repair accessories Check and service turbofan Inspect and repair turbofan

Lev,_ eel 3 - Application

Remove and !Install engine Inspect and repair turbojet Check and service accessories Check and service turbojet Operate engine Overhaul turbojet Check and service turboprop Inspect and repair turboprop

Level4,- Analysis timilauLti

Identify types and principles of turbine engines(No manipulative skill training.) Troubleshoot LUBRICATING SYSTEMS Level 2 - Comprehension

Inspect and repair coolers and temperature regulators

Level 3 - Application

Identify types of lubrication systems Identify types and specifications of lubricants Check and service coolers and temperature regulators Check and service pumps and valves Check and service seals and other components Check and service tanks and lines Inspect and repair pumps and valves Inspect and repair tanks and lines Inspect and repair seals and other components Adjust pressure Inspect and repair oil dilution system Check and service oil dilution system

186 Redirection, Application, and Projections

IGNITION SYSTEMS

Level 3 - hedication

Identify special dangers of highenergy systems Check and service turbine ignitionsystems Check and service low tensionsystems Inspect and repair turbine ignitionsystems Check and service booster startingsystems Check and service high tensionsystems Level 4 - mallsisigmag212

Inspect and repair low tensionsystems and components Inspect and repair booster startingsystems Inspect and repair high tensionsystems and components

FUEL METERING

Level .2 - Comprehension

Inspect, maintain, and testgas turbine fuel control units Inspect, maintain, and test ADIsystems Trim turbine poie'rplants

Level 3- Application

Inspect, maintain, and test carburetorde-icing and anti-icing Check and service waterinjection system Determine causes of detonation,auto ignition, etc. Inspect, maintain, and test float carburetors Inspect, maintain, and test injectioncarburetors Inspect, maintain, and test injectionnozzles

INDUCTION SYSTEM

Level 3 - Application

Inspect and maintain carburetor intakeand intake pipes Inspect and maintain heat exchangers

PROPELLER (GENERAL)

Level 1 - Knowledge

Apply theory of balance Identify special propeller lubricants Level 2 - Comprehension

Apply theory of thrust Use propeller specifications

187 The Aviation Mechanics Occupation

Level 3 - Application

Perform specialized propeller inspections Perform propeller track Use universal protractor

FIXED PITCH PROPELLERS (WOOD)

Level 1 - Knowledge

Refinish propeller Balance vertical and horizontal

Level 3 - Application

Remove and install

FIXED PITCH PROPELLERS (METAL)

Level 1 - Knowledge

Refinish propeller Balance vertical and horizontal

Level 3- Application

Repair propeller (minor) Remove and install

TWO POSITION AND CONSTANT SPEED PROPELLERS

Level 2 - Comprehension

Disassemble and assemble per manufacturer'sspecifications

Level 3 - Application

Apply theory of operation (No manipulative skill training.) Remove and install Check operation

CONSTANT SPEED FEATHERING PROPELLERS

Level 2 - Comprehension

Disassemble and assembleper manufacturer's specifications

Level 3 - Application

Apply theory of operation Remove and install Check operation

188 Redirection, Application, and Projections

REVERSIBLE PROPELLERS (RECIPROCATING ENGINES)

Level 1 - Knowledge

Disassemble and assemble per manufacturer's specifications

Level 3 - Application

Apply theory of operation Remove and install

REVERSIBLE. PROPELLERS (TURBINE ENGINES)

Level 1 - Knowledge

Disassemble and assemble per manufacturer's specifications

Level 3- Application

Apply theory of operation Remove and install

GOVERNORS

Level 1 - Knowledge

Disassemble and assemble per manufacturer's specifications

Level 2 - Comprehension

Bench test

Level 3 - Application

Line inspection and adjustment Apply theory of operation Service synchronization system Check and service bleed valve governor

DRAFTING

Level 1 - Knowledge,

Use and care of'essential drafting instruments and equipment Draw projections

Level 2 - Comprehension

Care of blueprints Use appropriate symbols i.e., hydraulic, electrical, etc.

189 The Aviation MechanicsOccupation

Level 3- Application

Use and interpret standard blueprintinformation Interpret and apply datain title block, billof materials, Draw shop sketches etc.

WEIGHT AND BALANCE

Level 2 - Comprehension

Prepare and weighaircraft Measure momentarm Compute weight andbalance Correct for adverse conditions or effectsof improper loading Record weight andbalance data Use terminology andsymbols

Level 3- Application

Use specifications, data sheets, andaircraft listing

AIRCRAFT MATERIALAND PROCESSES

Level 1- Knowledge,

Utilize basic economic and engineeringcriteria in selection materials of Use highenergy formingprocesses

Level 2- Comprehension Develop an understanding of structure andcomposition of metals their alloys such and as SAE steels, corrosionresistant steel, nickel, aluminum, copper, magnesium, titanium,special high metals, etc. temperature Perform basic heat treating and annealingprocesses Identify physicalproperties of materials Identify mechanicalproperties of materials Identify windshieldand window materials

Level 3- Application

Identify standardhardware and materials Use the technicalterminology common to materials utilizedin airframes and propulsion units Identify types of corrosion and preventivemeasures Identify piping colorcoding Apply principles ofadhesive .bonding Redirection, Application, and Projections

INSPECTION FUNDAMENTALS

Level I - Knowledge

Use fundamentals ofstatistical inspection Use non-destructivetesting, chemical etching Use non-destructivetesting, hardness Use non-destructivetesting, ultrasonic Use non-destructivetesting, radiography (X ray) Use non-destructivetesting, eddy current

Level 2 - Comprehension

Use non-destructive testing, penetrants Use non-destructive testing, magnetic particle

Level 3 - Application

Inspect for general source of wear and deterioration Complete typical report forms and statustags Use manufacturer's inspection data

Level 4 - Analysis /Synthesis

Use precision measuring devices, micrometers,height gages, etc.

AIRCIPTT AND ENGINE INSPECTION

Level 2 - Comprehension

Inspect aircraft (annual) Inspect aircraft (overhaul checks) Use general aviation inspection aidssummary

Level 3 - Applicatio

Perform and record inspectionsper manufacturer's FAA or progressive requirements Inspect aircraft (walk around) Use inspection guides Use manufacturer's service bulletins

GROUND SUPPORT EQUIPMENT Level 2 - Comprehension Use hydraulic equipment Use pneumatic equipment Use electrical equipment Use fuels, lubricants and fluids Use line stat.ting equipment

Level 3 - Application

Use ground fire protection 191 The Aviation Mechanics Occupation

GROUND HANDLING

Level 1 . Knowledge

Use tow bars and towing equipment Spot and moor aircraft Taxi aircraft

Level 2 - Comprehension

Use standard line and taxi signals Fuel aircraft Perform pre-flight servicing Perform post-flight servicing

Level 3 - Application

Jack aircraft

CLEANING AND CORROSION CONTROL

Level 1 - Knowledge

Identify applications and limitationsof soaps and detergents Identify applications and limitationsof window and windshield cleaning agents Use interior cleaning equipment andprocedures Use carbon removers Use cleaning equipment and proceduresfor electrical component cleaning Use cleaning equipment and proceduresfor ultrasonic degreasing

Level 2 - Comprehension

Use cleaning equipment and proceduresfor vapor degreasing Inspect and determine adequacy ofcleaning performedon airplanes Use sand, shell, grit, andvapor blasting

Level 3 - A221192112n

Identify applications and limitationsof chemical solvents and paint removers flammability and explosion characteristics Inspect for evidence of corrosionin critical areas Apply principles of airplanecleaning and corrosion control

MATHEMATICS

Level 1 - Knowledge

Extract roots and raise numbersto given powers Perform descriptive geometryas applied to template development and layout Calculate areas and volumes ofvarious geometric shapes

192 R. dircction, Application, andProjections

Level 2 - 9,02Ershumwri

Perform layouts utilizing fundamentalsof geometric construction

Level 3 - Application

Read and interpret graphs'and charts Calculate ratios, proportions andpercentages Perform algebraic operations involvingsubtraction, addition, multiplication and division of positiveand negative numbers

Level 4 - Analysis/Synthesis

Add, subtract, multiply and divide

ENGLISH

Level 4 - Analysis/Synthesis

Read, write and speak the Englishlanguage Write clear, concise, grammaticallycorrect technical reports normally expected of certificatedmechanics Use dictionary and standard referencebooks Read pertinent technical datawith comprehension

PHYSICS

Level 1- Knowledge

Perform temperature conversions,problems involving relationships of gases andpressures and mechanical equivalents of heat Perform necessary calculationsto understand effect of speed of sound, frequency,pressure, loudness, reflection of sound waves, etc.

Level 2- Comprehension

Solve gas and fluid problemssuch as pressure, volume, Pascal's Law, Bernoulli's Principle,etc.

Level 3- Application

Perform calculations involvingmechanics such as,levers, pulleys, inclined planes, linear motion,etc.

CHEMISTRY Leyel 1- Knowledge

Apply chemical principlestoelectrolysis and its effect Apply chemical principlestobasic chemistry of fuels, lubricants and hydraulic fluids Apply chemical principlestothe basic chemistry of paints, lacquers and thinners

193 The Aviation Mechanics Occupation 1

Apply chemical principles tothe chemical reactions within batteries Apply chemical principles tothe chemistry of adhesives and sealing materials Apply chemical principles tocommon elements and elementary compounds such as salts, bases, andacids

AIRCRAFT NOMENCLATURE

Level 3 - Application

Use proper aircraft nomenclature Classify aircraft as to propulsion devices, wingarrangement, purpose, landing gear systems, etc. Apply FAA aircraft categories and definitionsasfound in appropriate publications such as: FAR 1, 21, 23, etc.

THEORY OF FLIGHT

Level 2 - Comprehension

Interpret theory of flight in relation to rotary wing Interpret theory of flight in relationto rotorcraft flightcontrols and their effects Interpret theory of flight in relation to thrusttorque andtorque correction as applied to rotorcraft

Level 3 - Application

Interpret theory of flight in relationto reference axes of aircraft Interpret theory of flight in relationto function of conventional controls and control surfaces Interpret theory of flight inrelationto high lift devices such as flaps, slats, etc. Interpret: theory of flight inrelationto properties of the earth's atmosphere Interpret theory of flight inrelationto aircraft maneuvers such as turns, skids, stalls, etc. Interpret theory of flight inrelationto forces acting on an airfoil and airplane Interpret theory of flight inrelationto unconventional controls and control surfaces Interpret theory of flight inrelationto loads and effect of turbulence and speed Interpret theory of flight inrelationto wing loading, power loading, maneuvering speed, etc.

FAR AND RELATED PUBLICATIONS

Level 1 - Knowledge

File and index publications Use of technical standard orders (TS0) and supplementaltype certificate (STC)

194 Redirection, Application, and Projections

Level 2 - galutheadm

Use flight safety mechanics bulletins

Level 3 - Amlication

Use specifications, data sheets, manuals, and publicationson aircraft, engines and propellers Use required federal air regulations Interpret and use specifications such as MS, AC, AN, NAS and typical manufacturer's manuals Interpret and use ATA specification 100 Know how and where to find pertinent data in FAA specifications Use of logbooks and making maintenance record entries Use and disposition of FAA forms Use airworthiness directives (FAR 39)

SHOP MANAGEMENT RESPONSIBILITIES

Level 1 - Knowledge

Apply FAA regulations in repair station operation Apply shop management principles to organizationand assignment of personnel Purchase parts and supplies Perform elementary accounting Perform inventory control of materials, equipment

Level 2 - amprehension.

Maintain required records Perform job estimating

ETHICS AND LEGAL RESPONSIBILITIES

Level 1 - Knowledge

Practice the legal responsibilities of bailment Practice the legal responsibilities of mechanics liens

Level 2 - Comprehension

Employ ethical practices related tomechanic/customer relationship

Level 3 - Application

Employ ethical practices related tojob and product pride and craftsmanship Employ ethical practices related tomechanic/employer relationship Employ ethical practices related tothe responsibilities of aviation Employ ethical practices related topersonal conduct and integrity Practice the legal responsibilitiesof liability of the certificated mechanic

195 The Aviation Mechanics Occupstion

CORE CURRICULUM DELETION LIST

On the basis of a detailed review of all subtopics, the National

Advisory Committee recommended deletions from the core curriculum for the following reasons: (1) task is obsolete, (2) task is highly specialized and training is generally provided by the industry, and/or (3) task is impractical for schools to teach because of the equipment, funds, or time required.

FABRIC COVERING

Inspect and repair structure for cover Perform power sewing

ELECTRICAL POWER

Apply battery theory and test equipment to test and service dry battery equipment

AIRCRAFT COMMUNICATIONS AND NAVIGATION EQUIPMENT

Check, troubleshoot, and replace passenger announcement and entertainment systems

IGNITION SYSTEMS

Classify types of magnetos Check and service battery ignition systems Inspect and repair battery ignition systems

GROUND ADJUSTABLE PROPELLERS

Remove and install propeller Disassemble and assemble per manufacturer's specifications Repair blades and hub (minor) Repitch propeller Balance propeller

TWO POSITION AND CONSTANT SPEED PROPELLERS

Balance propeller Overhaul propeller

CONSTANT SPEED FEATHERING PROPELLERS Balance propeller Overhaul propeller

196 Redirection, Application, and Projections

REVERSIBLE PROPELLERS (RECIPROCATINGENGINES) Overhaul propeller

REVERSIBLE PROPELLERS (TURBINEENGINES) Overhaul propeller Check and service turbopropengine brake

GOVERNORS

Overhaul governor

DRAFTING

Use specifications anddrafting room manuals Draw intersections anddevelopments Draw lines, dimensions,sections, scales, etc. Draw technical workingdrawings

WEIGHT AND BALANCE

Use loading graphs, center of gravity envelopes andloading schedules Use FAA. form and CAM 18

INSPECTION" FUNDAMENTALS

Use destructive testing,tension Use destructive testing,bending Use destructive testing,impact

AIRCRAFT AND ENGINE INSPECTION

Check storage status ofnon-active aircraft

GROUND SUPPORT EQUIPMENT

Drive fuel trucks Use ground air conditioner

GROUND HANDLING

Hoist aircraft

MATHEMATICS

Perform calculations commpn to right triangles anduss of trigonometric tables. Perform calculationsinvolving use of sliderule

197 The Aviation Mechanics Occupation

CHEMISTRY

Apply chemical principles to chemistryof plastics, both clear and reinforced Apply chemical principles to thecomposition of matter- molecules, atoms, and electrons Apply chemical principles to thechemistry of natural and synthetic fabrics Use chemical symbols and equations Use periodic table

Projections

The national Study of theAviation Mechanics Occupationhas been

a positive endeavor to assist the aviationmechanics schools in their

training programs. The research contained inthis study stands alone

as a significant step in the search fornew approaches for the training

of aviation mechanics. Methods to maintain curriculumcurrency for

instruction and to expandin-service training for teachersof aviation

mechanics must be developed. Experimental programs implementingthe

suggested core curriculum andintroducing new instructionalmaterials

for teachers will, continueas a follow-up to this study.

With the development ofthe recommendedcore curriculum, a system

for introducing up-datedinformation into the curriculumnow becomes necessary. Such a system will requirere-evaluation of each subtopic

in the core curriculumat regular intervals. This can be accomplished by selected qualifiedrepresentatives of the four aviationindustry categories. These representatives will beginby analyzing the data in this study and make recommendationsfor additions and deletionsto the core curriculum, as well as correctionsto the technical knowledge, manipulative skill, and industrytraining levels.

198 Redirection, Application, and Projections

Procedures for making these evaluations will be carefully planned and monitored to ensure the validity of their recommendations.The results will then be presented to a national advisory review board having a representation similar to that of the National Advisory Com- mittee that assisted this study. The review board will examine the

industry findings, recommend changes as needed in the core curriculum, and communicate these recommendations to the aviation mechanic schools.

It is suggested that this type of review of the core curriculum be undertaken biennially.

The process described above would be educationally unproductive, however, if all attention were given the curriculum and the teachers were overlooked. A continuing program of in-service teacher training will contribute greatly to maintaining the technical currency of teachers of aviation mechanics. One means of keeping the teachers up to date will be to organize in-service teacher training workshops on a national level.

Extensions of this service to other aviation mechanics instructors will

augment the effectiveness of their instruction and enable them to pre-

sent the most recently validated data on the essential technical and manipulative skills.

Efforts planned for the future at appropriate times include short

experimental training programs using instructional materials that are

designed to meet the levels of educational attainment identified in

this study. These programs will include: training of selected aviation

mechanic instructors in the use of instructional materials developed

through the findings of this study; testing the innovated curriculum

to determine the effectiveness of the specially designed instructional

199 The Aviation Mechanics Occupation

materials; and testing for significant differences of teaching effective-

ness between instructors trained in the use of prepared materials and

instructors who lack this special training.

Pilot programs for training aviation mechanics, basedon the entire

core curriculum, will be established at a later date.These programs

will be conducted by teachers who will have been trainedin the use of

the new instructional materials directly applicableto the new curriculum.

These pilot programs will be of sufficient durationto permit them to be

evaluated by a comparison ofa group of mechanics graduated from a pro-

gram taught under the innovated curriculum and another group of mechanics graduated from other programs.

The goals presented hereincan realistically be met and are well within the purview of all whoare associated with the aviation industry.

A continued cooperative interaction between the industryand the schools can significantly assist the future of aviation.

200

J- Appendices MECEDINGPAGE OCANK401MAIM

Appendix A

NATIONAL ADVISORY COMMITTEE

The National AdvisoryCommittee is comprised of the followingmembers:

B. B. Ashlock Training Director, Airwork Corporation

Millville, New Jersey

N. Birta Principal, Aero Mechanics High School

Detroit, Michigan

J. E. Christopher General Aviation Specialist, Flight

Standards Division, Federal Aviation

Agency, Fort Worth, Texas

B. C. Draper* Supervisor of Training, United AirLines,

Los Angeles International Airport

Los Angeles, California

A. W. Elwell Supervisory Examination Specialist,

Maintenance Technical Standards Branch,

Federal Aviation Agency Aeronautical

Center, Oklahoma City, Oklahoma

*Mr. Draper attended the secondmeeting of the National Advisory Committee at Purdue University, April12-13, 1966, as a special advisory member in thearea of aviation electronics.

203 The Aviation Mechanics Occupation

J. M. Fisher Vice-President, Pittsburgh Institute of

Aeronautics, Pittsburgh, Pennsylvania

C. B. Gregg Director, Technical Training and

Qualifications, American Airlines,

Maintenance and Engineering Center,

Tulsa, Oklahoma

R. H. Madeira President, Page Aircraft Maintenance,

Inc., Dothan, Alabama

H. A. Palmer Service Manager, Vroman Aviation, Inc.,

Midland, Texas

H. B. Pickering Chief, Airmen and Schools Group,

Maintenance Division, Federal Aviation

Agency, Washington, D.C.

H. Rosen Assistant Director of Research, Office

of Research, United States Departmentof

Labor, Washington, D.C.

C. W. Schaffer Principal Maintenance Inspector,

Federal Aviation Agency, General

Aviation District Office, Allegheny

County Airport, West Mifflin,

Pennsylvania

204 Appendix A

J. J. Tordoff Manager of Personnel Management,

United Air Lines, San Francisco

International Airport, San Francisco,

California

A. Vai Director of Aviation Maintenance

Training, Northrop Institute of

Technology, Inglewood, California

_ E. G. Willis Chairman, Southern Region RepairStation

Advisory Council, Jacksonville, Florida

F. Woehr Principal, Aviation High School, Long

Island City, New York

205 PRECEDING PAGEBLANK. NOT FILMED

Appendix B

RESEARCH SURVEY ANALYSTS

The six research survey analysts and their respective areas of responsibility fOk conducting the national survey are listed here.

AREAI

Washington, Oregon, James W. Carlson Utah, and Idaho Pullman, Washington

Mr. Carlson attended Washington State University where he majored in civil engineering, with additional study in advanced Air Force ROTC

His experience includes ownership and operation of a construction contracting firm in Pullman, Washington.

AREA II

Texas, Oklahoma,. Kansas, Stanley L. Moore Colorado, and western Missouri Norman, Oklahoma

Mr. Moore received his degree in civil engineering from the

University of Oklahoma where he was an assistant professor of engineering for many years.

AREA III

Minnesota, Iowa, Illinois, William J. Schill and eastern Missouri Champaign, Illinois

Dr. Schill received his doctorate from the University of

California, Los Angeles, and is now associated with the Department of

Vocational and Technical Education, University of Illinois.

207 The Aviation Mechanics Occupation

AREA IV

North Carolina, South Carolina, Capt. Ira W. Brown, USN (ret.) Georgia, and Florida Virginia Beach, Virginia

Capt. Brown has an extensive backgroundin military aviationas a

pilot and in aircraft testingand aircraft maintenanceengineering.

AREA V

Maryland, Michigan, Ohio, Cdr. John N. White, USN (ret.) Pennsylvania, and Washington,D.C. Hillcrest Heights, Maryland

Cdr. White isan experienced military pilot whohas been associated

with aircraft operationaland maintenance activitiesfor 22 years.

AREA VI

New Jersey, Massachusetts, Lcdr. Roger M. Turner, USN (ret.) New York, and Connecticut Virginia Beach, Virginia

Lcdr. Turner has hadmore than 30 years experience in aviation maintenance as a mechanic andas a supervisor and director of military maintenance activities.

208 Appendix C

RESPONDING COMPANIES

CALIFORNIA

Bakersfield Chico (Continued)

Buchner's Flying Service Al Sos Aviation Meadows Field Rt. 3, Box 464 Chico Ranchero

Del's Air Service Minter Field fo Clarksburg

Inland Crop Dusters, Inc. Air Repair Minter Field Borges-Clarksburg Airport

Vern's Wing Shop Minter Field Fresno

Air-Oasis Co. Burbank. Chandler Municipal Airport

Comet Copters Howard Winters Co. Lockheed Air Terminal Fresno Air Terminal

Monark Flight Service .Norsigian Bros. Lockheed Air Terminal Fresno Air Terminal

Pacific Airmotive Corp. Skyway Service Lockheed Air Terminal Chandler Municipal Airport

Potter Aircraft Service, Inc. Lockheed Air Terminal Glendale

Qualitron Aero, Inc. Grand Central Aircraft Co. Lockheed Air Terminal Box 3157

Richfield Oil Co. Hagelin Aircraft Motors, Inc. Lockheed Air Terminal 933 Air Way Drive

Sky 'Roamers Air Travel, Inc. Lockheed Air Terminal Hawthorne

Progressive Air Service, Inc. Chico Hawthorne Airport

Chico Aviation Service Bates Aviation, Inc. Chico Municipal Airport Hawthorne Airport

209 The Aviation Mechanics Occupation

CALIFORNIA (continued)

Long Beach Oakland

Aircraft Associates California Aviation Service, Inc. Long Beach Airport Oakland International Airport

Air Oasis Co. Golden Gate Aviation, Inc. Long Beach Airport Oakland International Airport

Aztec Aircraft Sales, Inc. World Airways Long Beach Airport Oakland International Airport

Beach-Air, Tyke. Long Beach Airport. Ontario

Belmont Aviation Corp. Aerojet General Flight Operations Long Beach Airport Ontario International Airport

Scott Aero Services, Inc. Zantop Air Transport Long Beach Airport Ontario International Airport

Los AnakeE Pacoima

AiResearch Aviation Service Co. Volitan Aviation, Inc. Los Angeles International Airport Pacoima Airport

American Airlines W. H. Coffin Air Service, Inc. Los Angeles International Airport Pacoima Airport

Continental Air Lines, Inc. Los Angeles International Airport Palo Alto

Pan American World Airways Hiller Aircraft Co. Los Angeles International Airport Palo Alto

Trans World Airlines Los Angeles International Airport Oceanside

United Air Lines Palomar Aviation Los Angeles International Airport Palomar Airport

Western Air Lines Los Angeles International Airport Pomona

Brackett Field Aircraft Service Modesto Brackett Field

Pacific Aircraft Service Northside Aircraft Maintenance Modesto City-County Airport Brackett Field

210 CALIFORNIA (continued)

A Rio Vista San Diego (continued)

Westare Service Spider's Aircraft Service P. O. Box 745 Montgomery Field

Riverside San Fernando

Air Oasis Co. Deb's Aircraft and Engine Service Riverside 1065 Arroyo

Ryan Air Service Sacramento San Fernando

Capitol Sky Park, Inc. Sacramento Municipal Airport San Francisco

Cartwright Aerial Surveys, Inc. Butler Aviation-San Francisco, Inc. Sacramento Municipal Airport San Francisco International Airport

Jensen Field Flying Tiger Line, Inc. Sacramento San Francisco International Airport

Patterson Aircraft Co. Pacific Air Lines Sacramento Municipal Airport San Francisco International Airport

Rotorcraft Industries, Inc. Pan'American World Airways Sacramento Municipal Airport San Francisco International Airport

State of California Rick Helicopters, Inc. Department of Fish and Game San Francisco International Airport Sacramento Municipal Airport Slick Airways, Inc. San Francisco International Airport San Carlos United Air Lines Custom-Air Maintenance Base San Carlos Airport Line Service Center San Francisco International Airport

San Diego San Jose Air Oasis Co. Lindbergh Field FMC Corporation San Jose Carson Airplane Service Santee Gee Bee Aero San Jose Pacific Southwest Airlines 3100 Goddard Way Lockheed Aircraft Service Company San Jose Municipal Airport

211 The Aviation Mechanics Occupation

CALIFORNIAcontinued)

San Jose (continued) Torrance

San Jose Aircraft Service Acme Aircraft Co. San Jose Municipal Airport Torrance Airport

Wright Brothers, Inc. Mercury General American Corporation San Jose Municipal Airport. Torrance

Nagle Aircraft Sales, Inc. San Mateo Torrance

Nystrom Aviation, Inc. San Mateo County Airport Tulare

Johnston Aircraft Service Santa' Monica Tulare Air Park

Bacon Aircraft Co. Tulare Aircraft Service Santa Monica Airport Tulare Air Park

Conard Aviation Services Santa Monica Airport Van Nuys

Gunnell Aviation, Inc. Air Travelers, Inc. Santa Monica Airport Van Nuys Airport

Mox-Air Great Western'Aviation of Van Nuys Santa Monica Airport Van Nuys Airport

Santa Monica Aviation, Inc. Planeservice, Inc. Santa Monica Airport Van Nuys Airport

Santa Monica Flyers Valley Pilots Flying Service Santa Monica Airport Van Nuys Airport

Stockton

Bridgeford Flying Service Stockton Metropolitan Airport

Werner's Aero Service. Stockton Metropolitan Airport

212 Appendix C

COLORADO

Aurora Denver (continued)

Skyranch Aviation Frontier Airlines, Inc. Skyranch Airport- P. O. Box 458 Stapleton Airfield

United Airlines, Inc. Broomfield Stapleton Airfield

Kensair Corporation Western Air Lines, Inc. Jefferson County Airport Stapleton Airfield, Hangar #4

Colorado Saysis La Junta

Beeline &dation, Inc. Todd Flying Service Peterson Field - P. O. Box 7885 P. O. Box 605

Denver Pueblo

Aircraft Radio & Accessory Company, Inc. Pueblo Aircraft Service Stapleton Airfield Airport Box 149

Combs Aircraft, Inc. Stapleton Airfield, Hangar #7

Continental Airlines, Inc. Stapleton Airfield

CONNECTICUT

New Haven Windsor Locks

NHA Radio and Maintenance Air Kaman, Inc Tweed New Haven Airport Bradley Field

New London

Pilgrim Aviation & Airlines, Inc. Box 1743

DELAWARE

Wilmington

Atlantic Aviation Corporation Wilmington Division

213 The Aviation Mechanics Occupation

WASHINGTON,D.C.

American Airlines, Inc. Piedmont Airlines Washington National Airport Washington National Airport

Delta Air Lines, Inc. Trans World Airlines, Inc. Washington National Airport Washington National Airport

Northwest Air Lines United Air Lines, Inc. Washington National Airport Washington National Airport

FLORIDA

Daytona Beach Miami (continued)

Embry-Riddle Aeronautical Institute National Airlines, Inc. P. 0. Box 2411 P. O. Box 2055 Airport Mail Facility

Fort Lauderdale Pan American World Airways 36th Street Mackey Airlines, Inc. _International Airport Southern Air Transport, Inc. 500 S. W. 34th Street International Airport P. O. BQx 48-1266 Riley Aeronautics Corporation 2100 N. W. 50th Street Fort Lauderdale Executive Airport ppa Locka

Dumod Corporation Jacksonville Opa Locka Airport P. O. Box 425 East Coast Flying Service Imeson Field Engine Air, Inc. Building 147 Wright Road, Opa Locka Airport Miami Tursair Executive Aircraft, Inc. Aero Facilities Corporation Hangar #101, Opa Locka Airport P. O. Box 245 P. O. Box 85

Airtech Service, Inc. International Airport Orlando P. O. Box 48-516 Showalter Flying Service, Inc. American Airmotive Corporation Municipal Airport International Airport Southern Airways of Florida Eastern Air Linei, Inc. Municipal Airport Miami Internationai Airport P. O. Box 20174

214 Appendix C

FLORIDA (continued)

Sebring West Palm Beach

Eighth Air Depot, Inc. Butler Aviation Sebring 'Air Terminal Hangar #475, Duncan Avenue International Airport Tampa.

AL .craft Propeller, Inc.

4021 W. Cayuga Street .

GEORGIA

Atlanta SMIINIMSIIN3Atlanta (continued)

Delta Air Lines, Inc. United Air Lines, Inc. Atlanta Airport Atlanta Airport

Southern Airways Company Macon Atlanta'Airport Associated Airmotive, Inc. Municipal Airport, Cochran Field

IDAHO

Boise Lewiston

Aircraft Service & Repair Company Hillcrest Aircraft Company 2410 Sunrise Rim Road Box 405

Morrison-Knudsen Company, fnc. Aviation Department Nampa Gowen Field- P. O. Box 7808 Clarks Flying Service Sparks Flying Service Box. 56 Municipal Airport

Twin Falls Burley Reeder Flying Service Magic Valley Aviation Municipal Airport Box 824

Idaho Falls

Idaho Aviation Center, Inc. Box 498

215 The Aviation Mechanics Occupation

ILLINOIS

Chicago, Northbroak

Helicopter Air Lift, Inc. Aircraft 'Propeller Sales & Service 5245 W. 55th Street Sky Harbor Airport

Trans World Airlines, Inc. O'Hare International Airport Prairie View P. 0. Box 8787 Whirlwind Propeller Service, Inc. United Airlines Chicagoland Airport Elk Grove Village Box 246-A

Crystal Lake Rockford

Executive Aircraft Maintenance Corp. Hartzog-Schneck Aviation, Inc. Crystal Lake Airport Greater Rockford Airport

East Alton Sundstrand Aviation Division-Sundstrand Corporation Walston Aviation, Inc. 2421 11th Street Civic Memorial Airport

Woodward Governor Company East St. Louis 5001 N. Second Street

Parks College of Aeronautical Technology of St. Louis University Springfield Parks Airport Capitol Aviation, Inc. Capital Airport E. at

B & M Aircraft Corporation Elgin Airport

Midlothian

Howell Flying Service 13202 S. Circus

216 Appendix C

IOWA

Des Moines

Des Moines Flying Service, Inc. Municipal Airport

KANSAS

Dodge City Wichita (continued)

Mtehon's Boot Hill Flying Service Lear Jet Corporation Municipal Airport - Box 194 Municipal Airport Box 28

Kansas City Midwest Piper Sales, Inc. Box 2667 Aircraft and Industrial Services Munger Station 3041 Fairfax Road Standard Precision, Inc. Topeka Aircraft Sales and Service Div. of E.C.I., St. Petersburg, Fla. 3251 Fairfax Road 4105 W. Pawnee Fairfax Airport United Airplane Sales, Inc. Municipal Airport Wichita Yingling Aircraft, Inc. Beech Aircraft Corporation P. O. Box 1162 9709 E. Central Municipal Airport As

MARYLAND

Baltimore Baltimore (continued)

Bendix Corporation Delta Airlines, Inc. Friendship International Airport Friendship International Airport

Butler Aviation, Inc. Marshall-Air Friendship International Airport Friendship International Airport 2300 Dorsey Road Chesapeake & Potomac Airway Friendship International Airport Pan American World Airways Friendship International Airport

MASSACHUSETTS

Beverly Boston

Revere Aviation, Inc. Northeast Airlines, Inc. Beverly Airport Logan International Airport

217 The Aviation Mechanics Occupation

MASSACHUSETTS (continued)

East Boston North Adams

Butler Aviation-Boston Inc. Mohawk Valley Aviation Company, Inc. Logan Airport Harriman Airport

Great Barrington Worcester

Berkshire Aviation Enterprises, Inc. Atlantic Aviation Municipal Airport

Mansfield

Carleton-Whitney Aero Service, Inc. Municipal Airport

MICHIGAN

Adrian Pontiac

Prentice Aircraft, Inc. Aerodynamics, Inc. Adrian City Airport Municipal Airport

Michigan Aviation Company Detroit 6150 Highland Road Municipal Airport Helicopter Airways Service, Inc. Metropolitan Airport Sparta

Freeland Sparta Aviation Service Sparta Airport Air-Flite & Serv-A-Plane, Inc. Tri-City Airport Three Rivers

Grand Rapids Ward Aero, Inc. Haines Airport Northern Air Service, Inc. Box 219 Kent County Airport

Ypsilanti Inkster United Air Lines, Inc. American Airlines, Inc. Willow Run Airport Detroit-Metropolitan Airport

218 Appendix C

MINNESOTA

Minneapolis St. Paul

Minnesota Airmotive Minnesota Mining & 14fg. Company Division-F. H. Peavey & Company Aviation Department Wold-Chamberlain Field South Riverside Hangar Downtown Airport, Holman Field Northwest Airlines, Inc. Minneapolis-St. Paul InternationalAirport

MISSOURI

Kansas City Perryville

Executive Aircraft Company Beldex Corporation Municipal Airport Division of Remmert-Werner Chester-Perryville Airport Kansas City Flying Service & Air College, Inc. 601 Lou Holland Drive St. Louis

Trans World Airlines, Inc. Interstate Airmotive, Inc. Mid-Continent International Airport Lambert Field

Ozark Air Lines, Inc. Lambert Field

NEW JERSEY

Linden Newton

MATCO, Corporation The Aeroflex Corporation Linden Airport Aeroflex-Andover Field Rd. #1, Box 411

Millville South. Hackensack Airwork Corporation Municipal Airport National Distillers & Chemical Corp. Air Transport Division, RS 1166

Morristown Teterboro Continental Can Company, Inc. Air Transport Department Teterboro Aircraft Service Box 791 Teterboro Airport 401 Industrial Avenue Newark Atlantic Aviation Corporation Newark Air Service, Inc. Teterboro Airport Hangar #12 - Newark Airport 219 The Aviation Mechanics Occupation

NEW YORK

Albany Jamaica

New York State Conservation Department Lockheed Aircraft Service Company Aviation Division A Division-Lockheed Corporation Albany county Airport John F. Kennedy International Airport

Pan American World Airways Binghamton John F. Kennedy International Airport

Broome CountyAviation, Inc. Seaboard World Airlines, Inc. Box 904 John F. Kennedy International Airport Broome CountyAirport Trans World Airlines, Inc. John F. Kennedy International Airport Buffalo

Buffalo Aeronautical Corporation Lawrence L. I. Buffalo Airport Airengines, Inc. Buffalo Air-Park, Inc. 25 Buena Vista Avenue 4500 Clinton Street

Mattituck Elmira Mattituck Airbase, Inc. Schweizer Aircraft Corporation Mattituck Airport Chemung County Airport P. 0. Box 147 Rochester

Flushing Eastman Kodak Company 1705 Scottsville Road American Airlines, Inc. LaGuardia International Airport Page Airways, Inc. Rochester Airport- Box 1132 Butler Aviation-LaGuardia Hangar #7 - LaGuardia. Airport Ronkonkoma New York Airways, Inc. LaGuardia Airport- P. O. Box 426 Aero Trades, Inc. MacArthur Airport Speed's Flying Service, Inc. 23-11 Linden Street Long Island Airways, Inc. Flushing Airport MacArthur Airport - Box 248

Horseheads Syracuse

Elmira Aeronautical Corporation Flight Maintenance Inc. 3330 Sing Sing Road Hancock Airport

220 Appendix C

NEW YORK (continued)

Syracuse (continued) White Plains (continued)

Franklin Engine Company, Inc. General Electric Liverpool Road Air Transport Operation Hangar E, Westchester County Airport

Utica Johns-Manville Corporation Westchester County Airport Mohawk Airlines, Inc. Oneida County Airport Union Carbide Corporation Aviation Department, Hangar D, Bay 2 Westchester County Airport White Plains

American Can Company Hangar E, Westchester County Airport

NORTH CAROLINA

Charlotte Morrisville

Cannon Aircraft Sales & Service, Inc. Raleigh-Durham Aviation, Inc. Douglas Municipal Airport - Box 968 Raleigh-Durham Airport - Box 200

Charlotte Aircraft Engineering, Inc. Winston-Salem Delta Air Base - P. O. Box 9127 Piedmont Aviation, Inc. Smith Reynolds Airport

OHIO

Cincinnati Cleveland (continued)

American Airlines, Inc. American Airlines, Inc. Greater Cincinnati Airport Cleveland-Hopkins Airport

Cincinnati Aircraft, Inc. General Airmotive Corporation Hangar #2 - Lunken Airport Cleveland-Hopkins Airport

T. W. Smith Aircraft, Inc. Sundorph Aeronautical Corporation Blue Ash Airport Cleveland-Hopkins Airport 4490 Cooper Road United Air Lines, Inc. Cleveland-Hopkins Airport Cleveland Columbus Aircraft Service, Inc Cleveland-Hopkins Airport Hangar #N-9 Clydesdale Aircraft Corporation 3850 E. Fifth Avenue 221 The Aviation Mechanics Occupation

OHIO (continued)

Columbus (continued) New Philadelphia

Executive JetAviation Tuscarawas County Aviation, Inc. Port ColumbusAirport Municipal Airport 1834 E. High. Ext. Lane AviationCorporation Port ColumbusMunicipal Airport Lane MemorialHangar Swanton

National Flight Service, Inc. Defiance R. R. #4, Box 302

Zelair Corporation Box 462 Toledo Bryan-Defiance Memorial Airport Continental Aviation & Engineering Corp. Findlay 1330 Laskey Road

Aircraft Maintenance Supply Vandalia Marathon Oil Company Aviation Division, Findlay Airport Ohio Aviation Company P. O. Box 398

Mansfield Skyways, Inc. Dayton Municipal Airport - Box 175 Richland Aviation, Inc. Municipal Airport West Carrollton

Southern Ohio Aviation P. O. Box 97

OKLAHOMA

Ardmore Bethany, (continued)

American Flyers, Inc. United Airplane Sales of Ardmore Industrial Air Park Oklahoma, Inc. Wiley Post Airport Hangar #4 Bethany

Aero-Commander Duncan Division Rockwell Standard Corporation Haliburton Company Aircraft Engine Service Inc. 5414 N. Rockwell Avenue

222 Appendix C

OKLAHOMA (continued)

El Reno Tulsa

El Reno Aviation, Inc. American Airlines, Inc. Municipal Airport Maintenance & Engineering Center P. 0. Box 760 Municipal Airport

Spartan Aircraft Company Oklahoma City. Aviation Service Division Municipal Airport Aircraftsmen, Inc. Will Rogers Field P. 0. Box 82516- Yukon

Catlin Aviation Company Page Airmotive, Inc. Will Rogers Field Cimarron Field P. O. Box 82398 P. O. Box 12099

OREGON

Albany, Portland

Flyways, Inc. Flightcraft, Inc. 3520 Knox Butte Road 7505 N. E. Airport Way

Pan American World Airways Corvallis Portland International Airport

Corvallis. Aero Service, Inc. United Air Lines, Inc. Box 531 7000 N. E. Airport Way

Hillsboro Salem

Hillsboro Aviation Salem Aviation Inc. 26225 N. W. Cornell Road 3450 25th Street S. E.

Inman Aviation, Inc. 1105 S. E. 36th Avenue Troutdale P. 0. Box 66 Western Skyways, Inc. Portland-Troutdale Airport Pendleton

Pendleton Airmotive, Inc. Municipal Airport Box 623

223 The Aviation Mechanics OccUpation

PENNSYLVANIA

Allentown Kutztown

Reading Aviation Service, Inc. Kutztown Aviation Sirvice, Inc. A. B. E. Airport Kutztown Airport

Bethlehem Lancaster

Bethlehem Steel Company Sensenich Corporation Aviation Services Box 1168 A. B. E. Airport

Latrobe Butler Latrobe Aviation, Inc Scholter Aviation Company, Inc. Tri-City Municipal Airport 475 Airport Road P. O. Box 150

Clarks Summit Martinsburg

Scranton Airways Penn-Air Inc. Municipal Airport P. O. Box 368 Rd. # 1

New Cumberland Connellsville L. B. Smith Aircraft Corp. of The Lance Call Company, Inc. Pennsylvania Connellsville Airport Box 264 P. O. Box 754 Har-York State Airport

Dravosbur& Philadelphia

Beckett Aviation Flight Training Aero Service Corporation Allegheny County Airport 4219 Van Kirk Street

Gulf Oil Corporation Atiantic. Aviation Service, Inc. Allegheny County Airport P. O. Box 5138 International Airport

Erie Delaware Aviation Inc. North Philadelphia Airport Erie Airways, Inc. Port Erie Airport United Air Lines, Inc. Philadelphia International Airport Harrisburg Wings Inc. Lear Siegler Services, Inc. Wings Field Eastern Service Facility 6700 Allentown Boulevard

224 Appendix C

PENNSYLVANIA (continued)

Pittsburgh West Mifflin

Alcoa Corporation of America Air Exec. Inc, Allegheny County Airport Allegheny County Airport

United Air Lines, Inc. National Steel Corporation Greater Pittsburgh Airport Allegheny County Airport Terminal Building

Williamsport Reading Lycoming Division-Avco Corporation Reading Aviation Service, Inc. 652 Oliver Street Box 1201 Municipal Airport Willow Grove

Renfrew Kellett Aircraft Corporation Box 35 Defoggi Aviation Service Rd. #1

Washington

Tri-State Aviation, Inc. P. O. Box 238

SOUTH CAROLINA

Charleston Greer

Hawthorne Aviation Stevens Aviation, Inc. Municipal Airport Greenville-Spartanburg Airport P. O. Box 10005 P. O. Box 589

Greenville West Columbia

Brannon's Aero Service, Inc. H & H Aviation Box 871 P. O. Box 348

TEXAS

Abilene Addison

Flite Maintenance Brown Aero Corporation Rt. #2, Box 508 P. 0. Box 8

225 The Aviation Mechanic Occupation

TEXAS (continued)

Arlington Dallas (continued)

Greater Arlington Airways Mustang Aviation, Inc. P. 0. Box 1308 6911 Lemmon Avenue Arlington Municipal Airport Love Field

Southwest Airmotive Company Austin 8800 Lemon Avenue

Browning Aerial Service TranS-Texas Airways, Inc: P. O. Box 609 Love Field

Ragsdale Aviation, Inc. 1801 East 51st Street Fort Worth

Aircraft & Airport Services, Inc. Big Spring Greater Southwest Int'l.Airport

Big Spring Aero Repair Broadie's Aircraft & Engine Service Route #1, Box 144C Meacham Field

Central Airlines, Inc. Dallas Greater Southwest Int11.Airport

Aerodyne Engineering Corporation Continental Copters, Inc. 3300 Love Field Drive Box 13284

Aero-Systems, Inc. Helix Air Transports, Inc. P. O. Box 20478 Division of M. H. Spinks Enterprises, Inc. American Airlines, Inc. P. O. Box 11099 Love Field Inter-American Modification Center Braniff Airways, Inc. Meacham Field Love Field Worth Aeronautics Dallas Aero Service, Inc. Meacham Field 3300 Love Field Drive P. O. Box 355.95 Houston Delta Air Lines, Inc. 7201 Lemmon Avenue Air Center Maintenance Love Field 7700 Airport Blvd.

Executive Aircraft Service, Inc. Aircraft Engines, Inc. Redbird Airport 9041 Wingtip

Modern Aero Sales, Inc. Continental Oil Company, Redbird Airport Aviation Department 8915 Randolph Road 226 Appendix C

TEXAS (continued)

Houston (continued) San Antonio

Cruse Aviation, Inc. All American MaintenanceInc. 8501 Telephone Road 9103 Wetmore Road

Hinkle Aircraft, Inc. Business AircraftCorporation International Airport 447 W. TerminalDrive 8450 Lockheed International Airport

Houston Beechcraft, Inc. Chrome Plate, Inc. 9011 Randolph Road 9503 Middlex

Charles A. Morse Company Gen-Aero Inc. International Airport 260 E. Terminal 904 6 Randolph Drive -International Airport Box 16217 Precision AeromotiveCorporation International Airport Nayak AviacionCorporation 206 E. TerminalDrive The Superior OilCompany 8901 Telephone Road San Antonio PropellerService 130 S. Terminal Drive Trars-Texas Airways,Inc. International Airport International Airport P. 0. Box 60188 Tex-Sun Beechcraft South,Inc. International Airport P. 0. Box 16248 Lubbock Reuben .E. Weiss Aero Communications Hangar #8 Rt. #3, Box 201-D South Terminal Drive International Airport Horton Aero Service 915 Kent

Lubbock Beechcraft,Inc. Rt. #3, Box 194P

Waco Midland Waco Aviation Vroman Aviation, Inc. Rt. #10 P. 0. Box 6257 Box 173T

UTAH

Ogden. Salt Lake City

Southwestern Skyways, Inc. of Utah Thompson Flying Service ofSalt Lake 3909 Airport Road Airport #1

227 Tie Aviation Machanies

WASHINGTON

Evora Renton (continued)

'Precision Airfotive, Inc. Shupe Flying Service P. O. Box 2127 P. O. Box 3355 Municipal Airport Thunderbitd Aero Enterprises, Inc. Snohomish County Airport Richland Willard Flying Service P. O. Box 172 Richland Flying Service Inc. Paine Field P. O. Box 611

Gig Harbor Seattle

TideAir, Inc. Aero Copters, Inc. Rt. #2, Box 2194B 8333 Perimeter Road Tacoma International Airport Boeing Field

Alaska Airlines, Inc. Issaquah Seattle-Tacoma Int '1. Airport

John M. Gallagher Pacific Airmotive Corporation 237 Maple Lane Seattle Branch 7097 Perimeter Road

Kelso. Pacific Northern Air Lines,Inc. Seattle-Tacoma Int ' L Airport Davis Air Service, Inc. 2222 South Pacific State of Washington Department of Natural Resources 20234 7th Place South Kent United Air Lines, Inc. Crest Aero Seattle-Tacoma Int'L Airport Rt. #1, Box 811 Washington Aircraft & Transport Corp. Olympia 7170 Perimeter Road South Boeing Field Capital Airways Rt. #5, Box 63 West Coast Airlines, Inc. Boeing Field

Renton Spokane

The Boeing Company Mamer-Shreck Air Transport Transport Division Box 272 Box 707 Parkwater Station

228 Appendix C

WASHINGTON (continued)

Spokane (continued) Yakima

Mifflin Aircraft Helicopter Service E. 6507 Butter 2108 W. Washington Avenue Felts Field Yakima Airport

Price Piper, Inc. Noland-Decoto Flying Service, Inc. E. 5829 Rutter Avenue Box 431 Felts Field Municipal Airport

Walla Walla Northwest Air Power 2108 W. Washington Blue Mountain Aviation & Dusting Corp. Yakima Airport Rt. #4 City County Airport

Wenatchee

WenAirCo. Aircraft Service Box 1160

By their request, the names of four additional companies are not listed here.

Responding airline companies having both overhaul and line facilities at the same station are listed only once in Appendix C. However, the statistics for the overhaul and line facilities for such companies are shown separately in Figs. 2 and 3 in the "Action" section of the report.

229